Wartsila 38-F-S-D-BOOK

W38
INFORMATIVE COPY OF THE FIELD SERVICE DATA BOOK
For Informative use only For engine related data please contact our Service Department
FIELD SERVICE DATA BOOK W38

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 0.0 Subject Introduction Issue date April 98
INTRODUCTION
The Management of the Service Department of Wrtsil NSD Nederland B.V. offers you this Field Service Data Book to support you in your world wide Service activities for W38 engines. This book must be considered as a supplement to the W38 Engine manual and is intented to be used by W38 engine trained personnel only.
Validity In case any technical data differs from those of the engine manual or parts catalogue, the engine related engine manual or parts catalogue is normative. In case of doubt or if you have any questions, please contact the Technical Service Group of the NSD NL Service Department in Zwolle, The Netherlands
Address: Wrtsil NSD Nederland BV, Office: Hanzelaan 95, 8017 JE Zwolle, P.o. box 10608 8000 GB Zwolle, The Netherlands. Tel. :(+31) (0)38 4253253, Fax :(+31) (0)38 4223564 E-mail : martin.swart@zwolle.wartsila.infonet.com
Edition 01 Zwolle April 1998

A BRIEF HISTORY OF THE

The W38 is a medium speed 4stroke diesel engine with turbocharger, inter-cooler, trunk pistons and direct fuel injection. Every cylinder head is equipped with two inlet and two exhaust valves. This engine type is built in 6, 8 and 9 cylinders in-line and 12, 16 and 18 in vee. Main design goals for the W38 were made in the late eighties. Required in the engine program was a design with a output range of 660 kW per cylinder, medium speed of 600 rpm and bore/stroke 380/475 mm. Fuel is specified as gas, dual fual, marine and heavy fuel. All versions are built in clockwise or anti-clockwise rotating execu-tion. Applications are: main propulsion engine, base load generator and industrial operation.
W38 ENGINE

Copyright 1998 by Wrtsil NSD Nederland B.V. All rights reserved. No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.
TABLE OF CONTENTS
0.0 GENERAL DATA TABLE OF CONTENTS SYMBOLS FOR DRAWINGS AND DIAGRAMS SYMBOLS FOR UNITS VISCOSITY TORQUES FOR BOLTS AND NUTS (GENERAL) 1.0 MAIN DATA CHARACTERISTICS ENGINE DEFINITIONS CYLINDER OUTPUT AND MEAN EFFECTIVE PRESSURE (AT HFO, MDO/LFO) DERATING CONDITIONS FUEL CONSUMPTION AT HFO,MDO,LFO : AIR CONSUMPTION AND GASFLOWS MAIN OPERATING TEMPERATURES AND PRESSURES HEAT BALANCE PUMP DATA STANDARD VALVE TIMING VALVE CLEARANCE ENGINE CONFIGURATION AT VARIOUS USE OF FUEL WEIGHTS OF ENGINE PARTS ENGINE DIMENSIONS DIMENSIONS OF MAIN PARTS DIMENSIONS AND WEIGHTS OF SPARE PARTS 1.1 FUEL AND INJECTION SYSTEM FUEL REQUIREMENTS (ISO) FUEL CHARACTERISTICS FUEL SYSTEM INTERNAL FUEL SYSTEM VISCOSITY TABLE PRESSURE SURGES IN LOW PRESSURE FUEL SYSTEM TESTING THE DELIVERY VALVE AND THE CONSTANT PRESSURE VALVE FUEL PUMP CONDITION CHECK 1.2 LUBRICATING OIL SYSTEM REQUIREMENTS INTERNAL LUBRICATING OIL SYSTEM, DIAGRAM ADJUSTMENT OF LUBRICATING OIL PUMP POSITIONING OF THE LUBRICATING OIL PUMP LUBRICATING OIL, BRANDS 1 1 2 2 7 8 8 8 10 11 12 13 13 14 15 16 16 16 17 19 21 25 26 26 26 30 30 31 32 32 34 35 35 36 37 38 38

1.3 STARTING AIR SYSTEM ADJUSTMENTS ADJUSTMENT STARTING CAM STARTING AIR DISTRIBUTOR STARTING VALVE STARTING AIR SYSTEM, SCHEDULE SLOW TURNING DEVICE 1.4 COOLING WATER SYSTEM REQUIREMENTS COOLING WATER CONTROL COOLING WATER CONTENTS COOLING WATER SYSTEM SCHEDULE PUMP PRESSURES DROPS COOLER CLEANING APPROVED COOLING WATER ADDITIVES POSITIONING COOLING WATER PUMPS COOLING WATER PUMPS, CHARACTERISTICS 1.5.CHARGE AIR SYSTEM REQUIREMENTS CHARGE AIR SYSTEM SCHEDULE SPECIFICATION OF EXHAUST GAS LUBRICATING THE TURBOCHARGER WATER WASHING THE TURBOCHARGER VTR 354/454 1.6 CONTROL SYSTEM HANDLING THE 721 HAND HELD PROGRAMMER CHECKING THE PGA IN THE ENGINE 721 SOFTWARE SETTINGS FOR DIESEL POWER PLANTS SOFTWARE SETTINGS MARINE ENGINES MENU FUEL LIMITERS EXPLANATIONS ON 721 SOFTWARE SETTINGS TROUBLESHOOTING COMMUNICATION PROCESSOR 2.3 OPERATION RUNNING-IN PROGRAM W38 (COMPLETE OVERHAUL) 2.4 MAINTENANCE BEARINGS(OVERSIZE UNDERSIZE) TIGHTENING TORQUES FOR THE VARIOUS ENGINE PART CONNECTIONS TIGHTENING PROCEDURE AND HYDRAULIC JACK PRESSURES 2.5 CILINDER LINER SPECIFICATION ANTI POLISHING RING 2.6 PISTON GENERAL DATA TIGHTENING OF PISTON CROWN 39 39 40 41 42 43 44 45 45 46 46 47 47 48 49 50 51 52 52 52 53 53 53 55 55 55 55 59 61 62 69 80 84 84 86 86 88 91 92 92 93 94 94 94

CONNECTING ROD DISASSEMBLY OF SMALL EYE BEARING ASSEMBLY OF SMALL EYE BEARING CRANKSHAFT SPECIFICATION 2.7 CYLINDER HEAD WITH VALVES GRINDING INLET AND EXHAUST VALVES GRINDING THE VALVE SEATS 2.8 CAMSHAFT AND VALVE DRIVE CAMSHAFT DIAGRAM CAMSHAFT PART MOUNTING OF CAMSHAFT GEARWHEEL GEARWHEEL CLEARANCES AND DIMENSIONS GENERAL ROUNDNESS CHECK FOR GEARWHEELS 3.0 NO - GO CRITERIA FOR ENGINE PARTS PISTON AND PISTON RING WEAR LIMITS PISTON GUDGEON PIN WEAR LIMITS CONNECTING ROD WEAR LIMITS CYLINDER LINER WEAR LIMITS EXHAUST VALVE AND SEAT WEAR LIMITS INLET VALVE AND SEAT WEAR LIMITS VALVE DRIVE MECHANISM WEAR LIMITS EXHAUST AND INLET VALVE SPRING. CRANKSHAFT DEFLECTION TOLERANCE ALUMINIUM PLAIN BEARINGS WEAR LIMITS 4.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE 95 95 96 97 101 101 105 107 107 109 109 110 113 114 114 115 116 117 118 120 122 124 125 127 128
ENCLOSURES: 1. Measurement record for Operating data (Dutch, English not available) 2. Measurement record for main bearing shell. 3. Measurement record for cylinder liner. 4. Measurement record for big-end bearing bore. 5. Measurement record for big-end bearing shell. 6. Measurement record for piston ring grooves. 7. Measurement record for piston crown. 8. Measurement record for gudgeon pin. 9. Measurement record for valve guides. 10. Measurement record for injection valve test. 11. Measurement record for cylinder heads. 12. Measurement record for camshaft bearing.

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 1.0 Subject Main data Issue date April 98
1.0 MAIN DATA

Characteristics (main data)
Type Cylinder bore Stroke Swept volume Configuration
: Four stroke with direct injection : 380 mm : 475 mm : 53,9 l/cyl. : 6, 8, 9 cylinders in line 12, 16, 18 cylinders in Vee Vee-angle : 50 Maximum cylinder pressure :180 (210) bar Pressure charging air : 3 bar
Engine definitions Operating side The longitudinal side of the engine where the operating controls are located. Nonoperating side The longitudinal side opposite of the operating side. Driving end The end of the engine where the flywheel is located. Free end The end opposite the driving end. Designation of cylinders The designation of cylinders begins at the driving end. Clockwise rotating Looking against the driving end of the engine the shaft rotates clockwise.

Engine definitions (continuation)
Counterclockwise rotating Looking against the driving end of the engine the shaft rotates counterclockwise.
Cylinder numbering The cylinders are progressively numbered from the flywheel. The cylinder next to the flywheel has the lowest number.
Combustion sequence Normal rotating engine: (Clockwise as viewed from the flywheel side). W38-6L W38-8L W38-9L W38-V12 W38-V16 W38-V18 : : : : : : : : : 1-4-2-6-3-5 1-3-2-5-8-7-6-4 1-7-4-2-8-6-3-9-5 1-2-4-6-5-3 5-3-1-2-4-6 1-3-2-5-8-6-7-4 8-6-7-4-1-3-2-5 1-7-4-2-8-6-3-9-5 8-6-3-9-5-1-7-4-2
: : :
A-Bank B-Bank A-Bank B-Bank A-Bank B-Bank

Engine definitions (continuation)
Reverse rotation. (Counter clockwise as viewed from the flywheel side). W38-6L W38-8L W38-9L W38-V12 W38-V16 W38-V18 : : : : : : : : : 1-5-3-6-2-4 1-4-7-6-8-5-2-3 1-5-9-3-6-8-2-4-7 1-3-5-6-4-2 5-6-4-2-1-3 1-4-7-6-8-5-2-3 8-5-2-3-1-4-7-6 1-5-9-3-6-8-2-4-7 6-8-2-4-7-1-5-9-3
: : :
A-Bank B-Bank A-Bank B-Bank A-Bank B-Bank
NOTE : Interval between A1 and B1 = 360 (Crankshaft) + 50 (Vee-angle)
Cylinder output and Mean effective pressure (at HFO, MDO/LFO)
Engine speed [rpm] 600
Fuel type
HFO/MDO/LFO
Cylinder output (MCR) [kW] 660
Mean effective pressure [bar] 24.5
The Break Mean Effective Pressure can be calculated as follows : p me = P n P (n * 0,044898) = = Output per cylinder [kW] Engine speed [rpm]
10

Derating conditions
Standard conditions : Nom. 25 0 1000 x 25 10 40 30 Min. -
Air temperature engine inlet Site elevation above sea level Barometric pressure Charge air cooling : - Water - Water - Water - Air - Air Temperature of coolant before aircooler Pressure loss before the compressor of the turbocharger Relative pressure loss in the aircooler related to the absolute charge air pressure Pressure loss exhaust gas after the turbocharger
[C] [m] [mbar]
[C] [mbar] [mbar/bar] [mbar]
1. In case the conditions deviate from the values mentioned in the above table (!!), reduce the output to prevent overload : 1,5 % per C that inlet air temperature is above the maximum 0,5 % per C that inlet air temperature is below the minimum 0,8 % per C that receiver temperature is above the maximum 0,4 % per mbar that resistance in inlet or exhaust system is above nominal 0,4 % per relative pressure loss in the air cooler. Relative pressure loss =
pressure loss air cooler in mbar [] absolute charge air pressure
11

Derating conditions (continuation) 2. Reduce engine load if operating temperatures of lubricating oil, cooling water or exhaust gas tend o exceed the maximum values. Thermal overload may be caused by - reduction of charge air pressure by 5% : -contamination of the turbocharger compressor and/or turbine -contamination of the air side of the cooler -contamination of the air in take filter -too much wear of the turbine. - deviation of setting of (individual) high pressure fuel pumps - Too high aspirated air temperature - Worn high pressure fuel pumps - Too high engine load - Too high charge temperature due to contaminated charge air cooler
CAUTION! NEVER CHANGE THE INDIVIDUAL FUEL RACK SETTINGS TO REDUCE THE EXHAUST GAS TEMPERATURE !
Fuel consumption at HFO,MDO,LFO :
6L38 [g/kWh] Fuel oil(2) 100 % 75 %

2)
8L38 [g/kWh] 178 179
9L38 [g/kWh] 178 179
12V38 [g/kWh] 177 178
16V38 [g/kWh] 177 178
18V38 [g/kWh] 177 178
178 179
The stated specific fuel oil consumption applies to engines at constant speed without engine driven pumps, operating at ambient reference conditions ; tolerance +5%
12

Air consumption and gasflows
All values are for an engine speed of 600 rpm. Unit [kg/s] 6L38 8L38 9L38 12V38 16V38 20,7 18V38 23,3
Combustion air flow at 100% load 7,8 10,4 11,7 15,6 HFO Exhaust gas [kg/s] quantity 8,0 10,7 12,0 16,0 at 100% load HFO Exhaust gas [kg/s] quantity 6,5 8,4 9,7 12,9 at 75% load HFO Air consumption [Nm3] per start 1,0 1,3 1,5 1,7 HFO,MDO,LFO *Starting conditions 30 bar, 20 C. In case of the slow turning option the increase.
21,3
23,9
16,7
18,8
2,2
2,5 consumption will
Main operating temperatures and pressuresError! Bookmark not defined. Following values are valid for HFO, MDO, LFO, 600 rpm. For specific engine values see testbed protocol. [C] 195 50 63 72 75 93 35 40
Air temperature before air cooler after air cooler Lub. oil temperature before engine after engine HT cooling water temperature before engine after engine LT cooling water temperature before engine after engine Main bearings Max.
13

Main operating temperatures and pressures: (continuation) [bar] 3 40 30 mbar max. 6 nom. 6.5 max. 5 min. 4 nom. 4.3 4.6 max. 0.8 5 max. 0.4
Charge air pressure Air intake, pressure drop Exhaust gas back pressure Fuel oil pressure before engine
Lubrication oil pressure before engine (after filter) Including running-in filter High temperature cooling water pressure before engine HT cooling water pressure drop over engine Low temperature cooling water pressure before engine LT cooling water pressure drop over engine
Heat balance All values are stated in Kilowatts (kW) Engine type Engine speed [rpm] HFO Engine output High temperature cooling water Jacket cooling Charge air cooler Low temperature cooling water Charge air cooler Lubricating oil Radiation engine only 3960 1475 750 780 5280 1970 1000 1040 5940 2215 1125 1170 7920 2950 1270 1300 10560 3930 1700 1730 11880 4430 1910 1950 6W38 600 8W38 600 9W38 600 12W38 600 16W38 600 18W38 600
430 405 72
570 540 96
625 610 108
830 1065 120
1105 1420 160
1245 1600 180
14

Pump data
All values are for an engine speed of 600 rpm. Engine type W38-6L W38-8L W38-9L W38-12V W38-16V W38-18V Output HT pump [m3/h] 84 112 126 132 176 198 Output LT pump [m3/h] 84 112 126 168 168 168
Engine type W38-6L W38-8L W38-9L W38-12V W38-16V W38-18V
Output main engine driven lubricatingpump [m3/h] 101 140 159 179 228 254
Prelubricating pump [m3/h] 30 40 45 54 69 77
Engine type W38-6L W38-8L W38-9L W38-12V W38-16V W38-18V
Booster pump head 6 bar at 2mm2/s [m3/h] 1.0 1.3 1.4 1.9 2.6 2.9
Circulating pump head 6 bar at 2mm2/s [m3/h] 3.6 4.8 5.4 7.2 9.6 10.8
15

Standard valve timing *
Engine speed of 600 rpm The standard valve timing is the same for all cylinders. The camshaft contents of several camshaft-modules. Journals order the position of combustion configuration. Opening of the inlet valves 70 [degrees before TDC] Closing of the inlet valves 37 [degrees after BDC] Opening of the exhaust valves 69 [degrees before BDC] Closing of the exhaust valves 64 [degrees after TDC] Injection timing 1230 [degrees before TDC] *For valve timing, see testbed protocol.
Valve clearance
The nominal valve clearance for engine : - between inlet valve stem and rocker arm is : 1.0 mm - between exhaust valve stem and rocker arm is : 1.0 mm For adjusting method and -values, see chapter 09 of the particular Engine Manual.
Engine configuration at various use of fuel
MDO/LFO contains fewer lubricating particles than HFO. When an HFO-engine is running on MDO/LFO the valve seat lubrication will be inferior to running on HFO. Therefore the valve rotator (High speed turnomat) should be replaced (by low speed turnomat) when running more than 250 hours on MDO/LFO (HFO engine). The only difference between the two valve rotators is the lower rotation speed of the modified valve rotator.
16

Engine configuration at various use of fuel (continuation) For HFO use (standard): Nimonic80A exhaust valve High speed turnomat
For temporary LFO/MDO (>250 hours) use: Nimonic80A exhaust valve Low speed turnomat
For DMC quality fuel use: Nimonic exhaust valve Low speed turnomat (There is a risk of LFO behaviour when a high quality DMC fuel is used) Attention: If it is necessary that an engine can run on all fuel qualities without overhaul, It is recommended to use Nimonic80A exhaust valves and Low speed turnomats Weights of engine parts All values are stated in kg. Parts Cylinder block Oil sump Crankshaft Vibrationdamper Geislinger Vibrationdamper Hasse & Wrede Vibrationdamper camshaft Fly wheel Bracket turbocharger Charge aircooler Silencer 6L38 15500 1175 5070 635 1050 1684 496 2200 8L38 18700 1725 6400 635 1050 2000 720 2350 9L38 20500 1850 7070 715 792 76 1050 2000 720 3980 12V38 19500 1555 5735 1168 750 16V38 26000 2285 7295 750 18V38 37000 2450 8070 1517 1365 76 750
1400 4700
720 4950
720 5350
17

Weights of engine parts (continuation) Parts Main bearingcap counter weight small counter weight large Cylinderhead Valve drive mechanism Piston Gudgeon pin Connecting rod lower part Connecting rod Cylinder liner Turbo ABB VTR 354 Turbo ABB VTR 454 Governor Weight 250 140 159 630 84 136 54 160 115 590 1800 3400 70 Parts Camshaft Camshaft journal small Camshaft journal large Fuel pump Fuelinjector holder Governor drive Lubrication oil pump LT Coolingwater pump HT Coolingwater pump Exhaust pipe Turbo ABB TPL 69 Turbo ABB NA 457 Weight 135 25 55 59 16 100 148 122 122 80 1300 2050
18

Engine dimensions
9604DT642
Engine A
6L38 8L38 9L38
Dimensions [mm] B C D E F G H K L
2678 2978 2978
Mass, dry [t] M

2880 3207 3207
N
2703 2305 2305 50 67 72
6320 5010 3000 4643 1205 700 7717 6214 4200 5843 1305 800 8316 6810 4800 6443 1305 800
782 1030 856 1057 1040 936 1057 1040 936
19

Engine dimensions (continuation)
9604DT642
Engine
Dimensions [mm] A B 6245 7645 8345 C 3500 4900 5600 L* 2930 3210 3210
Mass, dry [t]
Overhaul dimensions [mm] R S 1980 1970 2300 2200 1950
12V38 16V38 18V38
7660 9060 9760
84 104 117
Camshaft gear wheel Intermediate gear Connecting rod caps Main bearing cap Hoisting tool main bearing jack
1980 and 1970 and 2300 or 2200 or 1950 or
Remark * Subject to changes.
20

Dimensions of main parts
turbo charger
E D C B E
D
Charge air cooler Marine L38 DPP L38 + 18V38
Charge air cooler Marine V38 DPP 12V38 + 16V38
Engine version 6L38 8L38 9L38 12V38 16V38 18V38 MARINE 18V38 DPP
A 1650 2075 2075 1650 2075 2075 2075
B 1105 1387 1387 1105 1387 1387 1378
C 969 1065 1065 860 860 860 1065
D 610 636 636 600 600 600 636
E 810 810 810 2200 2200 2200 810
21

Dimensions of main parts(continuation)
Crankshaft Crankshaft dimensions 8L38 9L38 12V38 5755 6355 5155
Engine F
6L38 4555
16V38 6555
18V38 7255
Counter weight Counter weight dimensions L Small Big Small 365 365 400 760 799.5 1072.5 100 100 100
Engine type Counter weight G H I
V Big 400 990 105
counter weight
22

Dimensions of main parts (continuation) main bearing
450
695 160
Oil sump Oil sump 8L38 9L38 12V38 1120 1120 1370 736.5 736.5 820 5843 6443 5315
J K L
6L38 1120 736.5 4643
16V38 1370 820 6739
18V38 1370 820 7450
23

Dimensions of main parts (continuation) Cylinder block Cylinder block 9L38 12V38 6255 5210
Length
6L38 4455
8L38 5655
16V38 -
18V38 7650
Fly wheel Fly wheel 8L38 9L38 1336 1336 120 120 165
Q R number of teeth
6L38 1336 120
12V38 1752 120
16V38 1752 120 217
18V38 1752 120
R
24

Dimensions and weights of spare parts
25
Wrtsil NSD Nederland B.V. Engine type W38

Chapter 1.1 Subject Fuel and injection system Issue date April 98
1.1 FUEL AND INJECTION SYSTEM

Fuel requirements (ISO) General For the general descriptions and principle outlines we refer to the maintenance manual W38. Fuel characteristics (DM = Distillate marine) Characteristic Appearance Density at 15C, kg/m3 Kinematic viscosity at 40C, mm2/s Flash point, C Pour point (upper), C - winter quality - summer quality Cloud point, C Sulphur, % (m/m) Cetane number Carbon residue, [micro method 10% (v/v) distillation bottoms] %( m/m) Carbon residue, (micro method) % (m/m) Ash, % (m/m) Sediment, % (m/m) Total existent sediment, % (m/m) Water, % (v/v) Vanadium, mg/kg Aluminium plus silicon, mg/kg Limit Category ISO - 8217 DMX DMA DMB DMC Visual 890 900 920 1,4 1,5 5,5 6,0 11,0 14,0 43 60 60 60 -16 1,0 45 0,3 0,01 -6 0 1,5 40 0,3 0,01 0 6 2,0 35 0,3 0,01 0,07 0,3 0 6 2,0 0,3 0,05 0,10 0,3 100 25
Max. Min. Max. Min. Max. Max. Max. Max. Min. Max. Max. Max. Max. Max. Max. Max. Max.
26

Fuel requirements (continuation)

(RM = Residual fuels)
Characteristic Density at 15C, kg/m3 Kinematic viscosity at 100C, mm2/s Flash point, C Pour point (upper), C - winter quality - summer quality Carbon residue, % ( m/m) Ash, % (m/m) Water, % (v/v) Sulphur, % (m/m) Vanadium, mg/kg Aluminium plus silicon, mg/kg Total sediment, potential, % (m/m)
limit Max. Max. Min. Max. Max. Max. Max. Max. Max. Max. Max. Max.
Category ISO - 8217 RMA RMB RMC RMD RME 10 10 10 15 25 975 981 985 991 10,0 15,0 25,0 60 60 60 0 6 10 0,10 0,5 3,5 150 80 0,10 24 24 14 30 30 14 0,10 0,8 4,0 350 80 0,10 30 30 15 0,10 1,0 5,0 200 80 0,10
300
Category ISO - 8217 RMF RMG RMH RMK RMH 25 35 35 35 45 991 991 1010 991 25,0 35,0 45,0 60 60 60 30 30 20 0,15 1,0 5,0 500 80 0,10 30 30 18 0,15 1,0 5,0 300 600 80 0,10 22 0,20 30 30 22 0,20 1,0 5,0 600 80 0,10
27

Fuel requirements (continuation) Category ISO - 8217 RMK RML RMH RMK RML 45 45 55 55 55 1010 991 1010 45,0 55,0 60 60 30 30 22 0,20 1,0 5,0 600 80 0,10 22 0,20 1,0 5,0 600 80 0,10 30 30 -
DMX DMA DMB BMC RM (A,B,C) 10 RMD15 RM (E,F) 25 RM (G,H) 35 RM (K,L) 35 RMH 45 RM (K,L) 45 RML 55
Gasoil for emergency engines gasoil or marine gasoil Marine dieseloil or marine dieselfuel
LFO LFO MDO MDO
Distillate fuels
Blended marine dieseloil Intermediate fueloils or thin fueloils or light marine fueloils
Distillate fuels with small amount residuum
Marine fuel oils or bunker C oils
Residual fuels or heavy fuels (HFO)
28

Fuel requirements (continuation) Engine requirements LFO/MDO The fuel, supplied to the engine, must be conditioned : - centrifugal separated on water and dirt - filtered - heated or cooled to obtain the correct viscosity range during operation. Engine requirements LFO MDO Water content max. [%vol] 0,2 Fineness filter back flushing filter [mm] 5 5 Viscosity min. 2 2 2 [mm /s] Recommended injection temp. max. C 35 65
29

Fuel System Fuel injector nozzle There are two types of fuel injector nozzles being used for the W38. One for engines that run on HFO and one for engines that run on MDO. The nozzles are cooled and made of nitrated material. The opening pressure of both nozzles is 450 bar.
Fuel type MDO HFO
nr. of holes 10 11
Diameter of holes 0.63 0.59
Injection angle 145 155
insert length 42 mm 40 mm
For injection timing see chapter 2.8 camshaft diagram. Internal fuel system
System components 01 Fuel injection pump 02 Fuel injector
Pipe connections 101 Fuel inlet 102 Fuel outlet 103 Spill fuel 153 Leak fuel, water and lube oil
30

Fuel system (continuation)
Viscosity table
31

Pressure surges in low pressure fuel system HP-fuel pumps often give pressure surging in the low pressure fuel lines. Extra attention is given to the low pressure system of the W38 engine. Orifices are installed between fuel pump and the low pressure fuel supply lines. To insure that the surge pressure does not exeed the maximum, you should measure the pressure at the begin of fuel supply line near the connection with the installation line. In general: the maximum pressure surge, measured on the W38, should not exceed 21 bar.
Testing the delivery valve and the constant pressure valve The tightness of main delivery valve and constant pressure valve can be checked by means of the injector test pump. This pump is connected to the high pressure fuel pump by a flexible hose and check valve. Increase the pressure to 100 bar. Observe the time of the pressure drop to 70 bar. If this takes less than 5 seconds, the constant pressure valve and/or main delivery valve have to be renewed.
After the tightness tests, the opening pressure of the constant pressure valve can be checked. (see picture next page) - Mount the pump on a (1) bracked. - Tighten two nuts (2) for keeping the pump in position. - Remove pump cover with valves. - Mount cover of testing device (3) on pump. Take care that locating pin fits into the recess. - Mount the pressure gauge device (4) and measuring pin on the cover. - Tighten the nut lightly with a wrench. - Fit the dial indicator (5) into its position in the bracket. - Connect the pressure regulator and its hose. - Remove one erosion plug. - Set the control rack to full position (100%).
32

Fuel system (continuation) High pressure fuel pump
- (1) bracket - (2) nut - (3) testing device - (4) pressure gauge device - (5) dial indicator
4 3
33

Fuel pump condition check Remove the pump connection piece and lift out delivery valve and constant pressure relief valve. Remove one erosion plug form the pump. Fasten the bracket. In this position the condition of the element and the plunger is defined as a secondary pressure indicating the air leakage by the edges of the plunger. Condition New element/plunger Acceptable wear Replacement element secondary pressure 2.5 - 3 bar 2.5 - 1.5 bar below 1. 5 bar
The commencement of delivery check must only be performed on pumps with acceptable element condition. The fuel control rack has to be set on full load and the plunger should not be lifted. - Adjust the primary pressure to 2 bar. - Adjust the plunger lift by means of the screw until the dial of the secondary pressure gauge starts to move, this is the commencement of delivery of the pump. - Set the dial gauge exactly on zero position. - Lift the plunger 12 mm what can be read on the dial gauge. The secondary pressure will increase now. - Move the fuel control rack till the secondary pressure is 1 bar again. - Read the position of the fuel rack. If the pump is correctly assembled and calibrated, the fuel control should be on position 55.
34

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 1.2 Subject Lubricating oil system Issue date April 98
1.2 LUBRICATING OIL SYSTEM

For the general descriptions and pineapple outlines, we refer to the maintenance Manual W38. requirements Bunker requirements lubricating oil General The content of additives should meet at least the requirements of US-Army-Mil-l-2104C or API Class CD Continuous The lubricating oil must be suitable for continuous cleaning cleaning by a centrifugal separator. The lubricating oil separator inlet temperature should be controlled between 80C and 90C. The lubricating oil must have a high demulsifying ability for cleaning by centrifugal separator. This is particular important in case of a high water content Flash point >200C (ASTM D 93) Pour point Maximum -12 C 1) Viscosity SAE 40 (ISO G 150) Alkalinity General relation for advised TBN2) of the lubricating oil (TBN) related to the S-content of the fuel oil:TBN = 7 + S% x 11. For light fuel oils with max. 0.25% sulphur content a lubricating oil with a TBN 10 is advised. EXAMPLE: A residual grade fuel with a 3% sulphur content requires a TBN of: 7 + 11 x 3 = 40 Remarks In case of xcessive low ambient temperatures the pour point should be at least 5C below the lowest temperature at which the oil is expected to used. TBN = Total base number. Pentane insolubles Toluene insolubles Pentane insolubles minus toluene insolubles Water content Fuel contamination HFO MDO/LFO NO-GO -------
<180 C ----20/+20 % 60%
> 2.5 % >2% > 0.5 % > 0.2 % <1% <6%
35

Requirements (continuation) Engine requirements lubricating oil Lubricating oil, supplied to the engine, must be conditioned: - Centrifugal separated on water and dirt - Filtered - Adjusted to temperature Water Fineness filter Preheated before starting Allowable suction pressure main lubricating oil pump (strainer contamination, sump tank level)
Max. % vol eff. mm min. C Max. bar
0.2 10 40 0.25
Internal lubricating oil system, diagram
System components 01 Lube oil pump engine driven 02 Safety valve 03 Non-return valve 05 Valve 06 Centrifugal filter 07 Wet sump 09 Sample valve 10 Turbocharger 13 Oil mist detector 14 Control valve
Pipe connections 201 Lube oil inlet 204 Lube oil from engine driven pump 205 Lube oil to priming pump 213 Lube oil from separator and filling 214 Lube oil to separator and drain 215 Lube oil filling 223 Flushing oil from external filter 701 Crankcase ventilation 710 Discharge condensation oil
Optional box D1 Without engine driven oil pumps D2 Engine driven oil pumps
36

Adjustment of lubricating oil pump The desired control pressure is adjusted by means of spindle (1). For this purpose the protective cap has to be removed and the hexagon seal nut unscrewed. The desired control pressure is set by turning the adjusting spindle ( clockwise turning to increase the pressure, counter-clockwise turning to reduce the pressure). With running in filters the pressure should be 4.3 bar and without running in filters 4 bar.
1
clamping rings The friction between shaft and gearwheel is achieved by three pairs of clamping rings. The way in which the clamping rings should be assembled is shown in the detail of the drawing above.
37

Positioning of the lubricating oil pump
Counter clockwise rotation
Clockwise rotation
Lubricating oil, brands Advised system oils for Wrtsil 38 engines running on HFO Lubricating oil Designation (brand name) of lubricating Visc supplier oil supplier BP Energol IC-HFX 404 SAE40 Castrol TLX 404 SAE40 Caltex/Chevron Delo 3400 Marine SAE40 SAE40 Elf Lub Marine Aurelia XT4040 SAE40 Esso Exxmar 40 TP Plus 40 SAE40 Fina Stellano S 440 SAE40 Mobil Mobilguard 440 SAE40 Shell Argina X40 SAE40 Texaco Taro 40XL40 SAE40
TBN 40 40 40 40 40 40 40 40 40
38

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 1.3 Subject Starting air system Issue date April 98
1.3 Starting air system
adjustments Adjustment starting cam (fixed cam): 1 2 3 4 5 6 7 Turn cyl.1 5 before top of combustion phase. (turn in direction of rotation) Remove supply pipe from starting air distributor and connect the distributor to an external pressure air supply. (5-10 bar) Disconnect starting air line cyl. 1. Turn the starting cam in direction or rotation so, that the air just flows out of connection cyl. 1. Check the position of the starting cam in pos 06 an lock the screws 05 equally. Torque 41 NM. Check the oscillation of the starting cam. (The maximum allowed oscillation is 0.2 mm.) Connect pipes to starting air distributor.
13 13
Fixed cam construction
05
05
03 03
07 06 04 01 07 06 04 01
39

Adjustment starting cam Adjustment starting cam (adjustable cam): 1 2 3 4 5 6 7 Turn cyl.1 5 before top of combustion phase. (turn in direction of rotation) Remove supply pipe from starting air distributor and connect the distributor to an external pressure air supply. (5-10 bar) Disconnect starting air line cyl. 1. Connect an hydraulic pump to the journal (oil pressure 800 - 1200 bar). Turn the starting cam in direction or rotation so, that the air just flows out of connection cyl. 1. Caution: Do not move starting cam in axial direction. Disconnect hydraulic pump and connect both pipes again.
Adjustable cam
14
01
02
05
03 12
06
40

Starting air distributor Maintenance. 1 2 3 4 5 6 7 For maintenance remove the complete distributor from the engine. In case of a sticking plunger, use a pipe with M8 thread inside to draw the plunger out of the liner, if necessary. It is recommended not to interchange the positions of the plungers in the distributors. Clean parts and check for wear. If a pilot liner is worn out, press it out it may be necessary to heat the distributor up to about 200 C as Loctite is used for fixing and sealing. Clean the bore carefully. Use Loctite 242 for mounting of the liner. The liner openings must correspond to those in the housing. Check that no Loctite has been left on the inside of the liner. Apply Molykote Past G to the plunger Sliding surface before reassembling. Wipe off the surplus. Check that the plungers after mounting do not stick. Apply silicon sealant to both sides of the intermediate plate (33). Do not use too much as the surplus sealant will be forced into the system during tightening.
8 9 10
Starting distributor
41

Starting valve MAINTENANCE 1 2 3 4 Remove the holding plate and pull out the valve with control piston. Take off the self locking nut (9) and take off the piston (2). Clean all components. Clean the seat condition of valve and valve housing. If necessary, lap the seats by hand. See also the instructions for the cylinder head valves in chapter12. Keep the piston on the valve spindle mounted for support during grinding. Check that the vent holes (04) in the valve housing are open. Lubricate piston and liner with lubricating oil. After reassembling the valve, check that the valve spindle with piston moves smoothly and closes completely. Check that the O-ring (3) of the valve housing is intact. Lubricate with oil. Renew the copper ring (5) between starting air valve housing and cylinder head. Tighten the bolts (07) to the torque setting (see .......)
5 6 7 8 9 10
2 1
Starting air valve
42

Starting air system, schedule
System components 01 Main starting valve 02 Flame arrester 03 Starting air valve 04 Starting air distributor 05 Booster for speed governor 06 Air filter 07 Air receiver 08 Pneumatic stop cylinder 09 Blocking valve, when turning gear engaged 10 Valve for automatic draining 12 Drain valve 13 Non return valve 15 Ball valve 17 Stopping valve fuel injection pumps 18 Safety valve 20 Starting valve 21 Emergency stop valve 24 Drain valve
Pipe connections 301 Starting air inlet 302 Control air inlet
The nominal (maximum) starting air pressure in the system is 30 bar. The minimum pressure that is needed to start an engine is 12 bar.
43

Slow turning device Engines which are remotely started after a stand still period of a certain time, can be provided with a slow turning device. This system turns the crankshaft automatically two revolutions prior to the actual starting procedure. The intention of this device is to protect the engine if there is water, oil or fuel in a cylinder, at remote starting. The slow turning procedure, which controlled by the LCS, should take place every two hours with a maximum speed of 20 rpm.
44

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 1.4 Subject Cooling water system Issue date April 98
1.4 COOLING WATER SYSTEM

The engine cooling water system consists of cylinder liner, cylinder head, turbo charger and charge air cooler. For further general description and principle outlines of the cooling water system, see the Maintenance Manual W38.
Requirements The make-up water should be free of any foreign particles and gases. Supplied to the engine cooling water system it must at least meet the following requirements : Requirements make-up water Chloride content (Cl) max. [mg/l.] Sulphate content (S) max. [mg/l.] pH min. Hardness less than [D]
80 150 7 10
To prevent the formation of rust and scale in the cooling water system, an inhibitor on nitrate/borate basis should be added to the system through a dosing tank. The use of inhibitors does not permit zinc in piping, fittings and instrument sensors.
Engine requirements cooling water HT cooling water system preheated min. [C] before starting Static pressure inlet HT and LT cooling min. [bar] water pump Free of air
60 0,25
In case of emergency, water up to 500 mg/l (Cl+S) may be used. This water has to be replaced as soon as possible by required water quality.
45

Cooling water control Most suppliers of cooling water additives can provide a test kit for cooling water quality control. Observe the following points : Follow thoroughly the instructions of the supplier. Request the supplier of the treatment product for instructions regarding the treatment procedure, dosage and concentration control. Record the results of tests in the engine log book. For removing, dismantling, assembling and replacing the cooling water pump, see the Engine Manual, chapter 1.4 - 17.
Cooling water contents (in litres without coolers) Engine type W38-6L W38-8L W38-9L LT HT LT HT LT HT 100 300 150 400 200 450 Engine type W38-12V W38-16V W38-18V LT HT LT HT LT HT 100 600 150 600 200 900
Flow m 3/h(l/min)
pressure bar
suction pressure bar
height difference pressure gauge in respect to heart pump
head pump in m- head in acc. with water column Johnson curve
84 / 1400 100 / 1666 120 / 2000
3.07 2.74 2.24
-0.04 -0.06 -0.08
1 1 1
32.7 29.6 24.7
32.9 30.0 25.0
46

Cooling water system schedule
System components 01 LT section charge air cooler 02 HT section charge air cooler 03 Turbocharger 05 Non-return valve 06 LT cooling water pump, engine driven, (D1/3) 07 HT cooling water pump, engine driven, (D2/3)
Pipe connections 401 HT cooling water inlet 402 HT cooling water outlet 404 HT cooling water vent 405 HT cooling water to preheater 406 HT cooling water from preheater 451 LT cooling water inlet 452 LT cooling water outlet
Pump pressures drops Pressure drop over internal system HT [bar] 0,8 Pressure drop over internal system LT [bar] 0,4
47

Cooler cleaning The cooler consist of two sections, a water section and an air section. To clean the film plates in the air section, immerse the stack in a tank containing a solution made from de-greasing power. The powder must be non-toxic and free form fire risk. It is most effective when used as a solution as near boiling point as possible. Either steam or electric immersion heater may be used to heat the water. The de-greasing powder should be added to the boiling water, NEVER vice versa, and agitation of the solution, either by raising and lowering the stack or by means of a jet of steam or air, will accelerate the washing process. To clean the tubes in the water section internally use special nylon brushes connected to a rod. If the scale is hard and too stubborn to remove with these brushes, we recommend the use of an inhibited acid solvent. Add the acid to the water solution. Heat the diluted acid to 49C and immerse the cooler stack in the tank, observing the effervescence which indicates that the scale is dissolving. If the effervescence ceases before all the scale is removed it will be necessary to repeat the process. This should remove any scale remaining.
48

Approved cooling water additives Manufacturer Drew Ameroid Marine Division Achland Chemical Company One Drew Plaza Boonton, NJ 07005, USA Grace Dearborn Widnes, Chesire WA8 8UD, UK Houseman Ltd The Priory, Burnham Sloutgh SL1 7LS, UK Maritech AB Box 143 S-29122 Kristianstad, Sweden Nalco Chemical Company One Nalco Centre Naperville, Illenois 60566-1024 USA Nalfleet Marine Chemicals PO Box 11 Winnington Avenue, Northwich Cheshire, CW8 4DX, UK Rohm & Haas La Tour de Lyon 185, Rue de Bercy 75579 Paris, Cedex 12, France Tampereen Prosessi-Insinrit Sarankulmankatu 12 33900 Tampere, Finland S>A> Taxaco Belgium N.V. Technologiepark-Zwijnaarde 2 B-9052 Ghent/Zwijnaarde Belgium Unitor AS Mastermyr 1401 Kolbotn, Norway Vecom Holding BV PO Box 27 3140 AA Maassluis, Holland Additive name DEWT-NC powder Drewgard 4109 Liquidewt Maxigard Vecom CWT Diesel QC-2 Dearborn 547 Cooltreat 651
Marisol CW
Nalco 39 (L) Nalcool 2000
Nalcool 2000 Nafleet EWT 9-108 Nalfleet CWT 9-131C RD11 RD11M RD25 Ruostop XM
Texaco ETX6282
Dieselguard NB Rocor NB liquid Vecom CWT Diesel QC-2
49

Positioning cooling water pumps
Clockwise turning HT coolingwater Counter clockwise turning HT pump cooling water pump
Clockwise turning LT cooling water pump
Counter clockwise turning LT cooling water pump
50

cooling water pumps, characteristics Pump characteristic, engine at 600 rpm
Line engine
Vee engine
51

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 1.5 Subject Charge air system Issue date April 98
1.5.CHARGE AIR SYSTEM

requirements The combustion air must be free of: dust (sand, grit, etc) fluids exhaust gases combustion gases chemicals, (solvents etc) to ensure starting, the water temperature of the LT section of the air cooler should not below 10C For operation the inlet air temperature should not below -5C
Charge air system schedule
System components 01 Turbochargers 02 Charge air cooler 03 Cylinder head 04 Turbocgaeger cleaning system 06 Needle valve 07 Drain valve 08 Filter
Components of Cleaning device (04) / washing system (05) 12 Valve for cleaning turbine 13 Valve for cleaning compressor 14 Reducer 15 Flow meter 16 Main valve 17 Non return valve 18 Valve for air injection
Pipe connections 501 Exhaust gas outlet 502 Cleaning water to turbine 506 Air supply to turbine 601 Air inlet to turbocharger 711 Discharge dirty condensation water from 717 Discharge dirty water from air receiver.
air receiver
52

Specification of exhaust gas The exhaust gas must meet the following conditions. The maximum resistance of the inlet system before the turbocharger amounts: 10 mbar The maximum resistance of the exhaust system measured just after the turbocharger amounts: 30 mbar The maximum receiver temperature is: 60C The maximum exhaust gas temperature: After cylinder: 340
Turbocharger Napier EGT ABB TPL 69 ABB VTR 354 ABB VTR 454
Max. exhaust gas temp. before T.C. 650C 710C 620C 620C
Lubricating the turbocharger The Napier EGT turbocharger and the ABB TPL turbocharger are both lubricated with engine oil. The ABB VTR turbochargers have there own lubricating system.
Water washing the turbocharger VTR 354/454 The compressor section must be cleaned daily by filling the water container with clean water and flushing during service load. Turbine cleaning should be done weekly by following the instructions: 1: Check engine parameters as: engine rpm, fuel rack, scavenging air pressure, turbo rpm and exhaust gas temperature before and after turbine. 2: Reduce output at full rpm to about 25% = fuel rack 22 to 25 mm (exhaust gas temperature before turbine below 430C). 3: Wait 5 to 10 minutes, until temperatures have stabilised. 4: Open drain valve of gas outlet casing and chick gasses coming out.
53

Water washing the turbocharger VTR 354/454 (continuation) 5: Open needle valves on the turbo inlet pipes one by one to check gas coming out with disconnected supply line, in order to verify free flow.
Using manometer only 6: 7: 8: 9: 10 Connect the water supply, with a manometer. Open the water valve half way only. Open both needle valves and verify a certain pressure drop each time. Open water valve future until the pressure is about 2.5 bar. (dP+scav. air pressure; see below) Check dirty water flow from the drain. This should be 0.2 l /min. If no or too little water flow decrease engine power, or use flow meter.
Using water flow meter 6: Connect the water supply, with a water flow meter. Note: During normal operation, the water supply must be disconnected to prevent melting of the flow meter. Open water valve halfway only. Open both needle valves and verify a certain rise of flow each time. Open water valve slowly further, till a correct flow is achieved (see below).
7: 8: 9:
11: 12: 13: 14: 15: 16: 17:
Continue flushing for 5 to 10 minutes. Drain water, if any, must be clean then. Close the needle valves slowly. Close the water valve. Disconnect water supply line! Leave the engine at same load for 5 minutes. Close drain valve of gas outlet casing. Slowly increase engine load and operate engine at service load for about 30 minutes. Check engine parameters to verify cleaning effect. VTR 354 354 454 454 Inlets 1 or 2 3 1 or 2 3 Nozzles 2 3 2 3 Dia. mm 4.5 3.5 5.5 4.5 dP bar 1.2 - 1.9 1.5 - 2.4 1.3 - 2.0 1.3 - 2.0 M3/hr 1.5 - 1.8 1.5 - 1.8 2.2 - 2.7 2.2 - 2.7
54

Wrtsil NSD Nederland B.V.
Engine type W38
Chapter 1.6
Subject Control system
Issue date April 98
1.6 CONTROL SYSTEM

Handling the 721 hand held programmer 1) Connect the Hand Held Programmer and press any button. Now there will be shown Wrtsil programme or something like that. 2) By pressing the button 1 and 2 you can go up and down the menu (pressing escape will always bring you back to the beginning). By pressing the buttons 3 and 4 you can go to a different menu. Checking the PGA in the engine In co-operation with the bridge it is better to reduce the pitch to 0, than turn the speed control knob two turns to the direction min.revs and remove the wire plug from the 721. you now have the situation that the back-up is in operation. Bring the speed back to 600 rpm and check the situation. Bring the engine to approximate 625 rpm and mark the position, bring the engine to 600 rpm and place the wire-plug back and turn the speed setting knob to the marked position. 721 Software settings for Diesel Power Plants 1) DYNAMICS MENU Gain stability Compensation Gain ratio Window width Gain slope breakpoint Gain slope Speed filter DPP 0.0185 1.00 0.13 1.3 10 20% 1.3 15.0
2) AUXILIARY DYNAMICS MENU Aux gain Aux stability Aux compensation Aux gain ratio Aux window width Aux gain slope breakpoint Aux gain slope Aux speed filter
DPP 0.0201 1.00 0.12 1.0 15 100 % 0 15.0
55

Engine type W38
Chapter 1.6
Issue date April 98
3) speed setting menu Raise speed limit Lower speed limit Idle speed reference Accel ramp time Decel ramp time Raise speed rate Lower speed rate 4 mA remote reference 20 mA remote reference Tach at 4 mA output Tach at 20 mA output Low idle droop Low idle breakpoint
DPP 690 rpm 320 rpm 320 rpm 60 sec 30 sec 200 rpm/min 200 rpm/min 320 rpm 600 rpm 0 rpm 700 rpm 0% 0%
4) Torsional filter menu Torsional filter Torsional level 4 mA Torsional level 20 mA Derated fuel limit Derated trip level Derated clear level
DPP 0.50 0% 100 % 100 % 100 % 0%
5) KW setting menu Maximum load Load gain voltage 4 mA kw load input 20 mA kw load input base load reference Unload trip level Load ramp time Unload ramp time Raise load rate Lower load rate 4 mA remote. kw reference 20 mA remote. kw reference Load droop percent Load at 4 mA output Load at 20 mA output
DPP 7920 kw 6.0 volts 0 kw 7920 kw 800 kw 50 kw 100 sec 120 sec 1000 kw/min 1000 kw/min 0 kw 7920 kw 4% 0 kw 7920 kw
56

Engine type W38
Chapter 1.6
Issue date April 98
6) Fuel limiters and control output menu Idle fuel limit Maximum fuel limit External fuel limit Fuel limit breakpoint A Fuel limit at breakpoint A Fuel limit breakpoint B Fuel limit at breakpoint B Fuel limit breakpoint C Fuel limit at breakpoint C Fuel limit breakpoint D Fuel limit at breakpoint D Fuel limit breakpoint E Fuel limit at breakpoint E
DPP 60 % 100 % Disabled 6.0 mA 100 % 8.0 mA 100 % 10 mA 100 % 15.0 mA 100 % 20.0 mA 100 %
8) Configuration menu Rated speed Gear #1 teeth Gear #2 teeth Actuator sense Dynamics map MPU1 failed alarm MPU2 failed alarm Both MPUs failed alarm Load sensor failed alarm Sequence error alarm High torsional level alarm Remote input failed alarm
DPP 600 217 217 Reverse Linear Minor alarm Minor alarm Major alarm No alarm No alarm No alarm No alarm
57

Engine type W38
Chapter 1.6
Issue date April 98
9) Calibration menu Calibration key KW load input Synchroniser input Fuel limiter input Remote reference input Parallel line input Load sharing error De-droop Load sharing output Load sharing offset Torsional level KW load output Tachometer output Actuator output Analogue speed #1 Analogue speed #2
DPP 0 -0.02 0.00 3.81 0.00 0.00 0.01 0.01 0 0 4.00 4.00 4.48 0 0 rpm 0 rpm
58

Engine type W38
Chapter 1.6
Issue date April 98
Software settings marine engines menu dynamics 1 Proportional Gain 1 Integrator Rate 1 Derivative Ratio 1 Fast Proportional Gain 1 Fast Gain Window Width 1 Gain Breakpoint 1 Gain Slope 1 Speed filter 1 Torsional Filter 1 Droop 1 marine 0.30 0.76 0.08 0.80 10.00 30.00 1.00 12.90 0.50 0.00
menu dynamics 2 Proportional Gain 2 Integrator Rate 2 Derivative Ratio 2 Fast Proportional Gain Fast Gain Window Width 2 Gain Breakpoint 2 Gain Slope 2 Speed Filter Torsional Filter 2 Droop 2
marine 0.30 0.76 0.08 0.90 10.00 30.00 1.00 12.90 0.50 0.00
59

Engine type W38
Chapter 1.6
Issue date April 98
menu speed setting Raise Speed Limit Lower Speed Limit Rated Speed Idle Speed Accel Rate rpm/sec Decel Rate rpm/sec Speed Raise Rate Speed Lower Rate 4mA Remote Reference 20mA Remote Reference Tach at 4mA Output Tach at 20mA Output Speed Fault Override Time
marine 600.00 320.00 600.00 320.00 5.00 200.00 5.00 5.00 320.00 600.00 0.00 700.00 15.00
60

Engine type W38
Chapter 1.6
Issue date April 98
Menu fuel limiters These can differ from installation to installation. On most of the ships with controllable pitch propeller the settings of these so called smoke limiters are not used and are set to 100%. See also the explanation on these setting in next chapter. menu display Stop/Run contact Idle/Rated contact Lower contact Raise contact Failsafe Override contact M/S Select contact Unload contact Clutch Closed contact Major Alarm Relay Minor Alarm Relay Unloaded Relay MPU No.1 LED Status MPU No.2 LED Status marine TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE TRUE/FALSE
menu configuration Gear #1 Teeth Gear #2 Teeth Actuator Forward Acting Auto Selection M/S Trim Function Enabled Overspeed Trip
marine 165 (depends on installation) FALSE FALSE FALSE 690
menu set alarms MPU#1 Failed Alarm MPU#2 Failed Alarm Remote Input Failed Alarm Charge Air Failed Alarm Rack Sensor Failed Alarm Master/Slave Failed Alarm Stop on MAJOR Alarm
2 2 2 2 2 1 True (This goes against the philosophy of the mechanical back-up. If both of the signals should fail, the back-up takes over.) 61
marine 1=No Alarm 2=Minor Alarm 3=Major Alarm

Engine type W38
Chapter 1.6
Issue date April 98
Explanations on 721 software settings Menu Configuration Gear #1 Teeth The number of teeth on the wheel where the first speed probe is mounted on. gear #2 Teeth The number of teeth on the wheel where the second speed probe is mounted on Actuator forward acting True: actuator is forward acting. False: actuator is reverse acting. (Normally used if mechanical backup governor is used). Auto selection M/S False: no automatic master/slave selection. The slave selection must be done by means of the M/S select contact. True: automatic master/slave selection. (First engine clutched in will be the master engine, the rest that follows are slaves). Trim function enabled True: trim function enabled. Calibration and trimming of separate fuel rack sensor can be done in the software. False: trim function disabled. Overspeed trip engine overspeed trip level. The control will initiate a major alarm if level is exceeded. Override speedsensor 2 False: speed sensor 2 fault is not overridden. True: speed sensor 2 fault is overridden Menu Set alarms
An integer value assigns the function of the failed indication. 1 means No Indication 2 means Minor Alarm 3 means Major Alarm If 1 is selected, also the override of the function is activated. The fail detection for that channel is not working. MPU #1 failed Alarm 2 (1,2,3) MPU #2 failed Alarm 2 (1,2,3) Both MPUs failed Alarm 3 (1,2,3) remote input failed Alarm 2 (1,2,3) Charge air input failed Alarm 2 (1,2,3) Rack sensor input failed Alarm 1 (1,2,3) Master/slave input failed Alarm 1 (1,2,3) False: Engine will not stop on major alarm. Stop on major alarm True: engine will stop on major alarm. The effect will be a fuel cut off at a major alarm. In case a mechanical backup governor is present and a continuous transfer is requires at a major alarm, the value of the Boolean should be set to False. These option is only possible together with a reverse acting actuator.
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Engine type W38
Chapter 1.6
Issue date April 98
Menu Dynamics 1
Proportional gain 1 This value represents the P value on the PID. Increasing the gain will increase the P values. This will affect the response on a transient. If the value is too high it will result in an oscillation. If the value is too low it will result in high offspeeds on transients. Integrator rate 1 This value represents the I value on the PID. Increasing the integrator will increase the I value. This will affect the recovery rate after a transient. If the value is too low the speed will take a long time to return to its setpoint after a transient, giving an overdamped response. Derivative ratio 1 This value represents the D value on the PID. Increasing the derivative will increase the D value. This will affect the load action of the control. High settings will decrease the derivative function giving the control a PI action. If the value is too high it will make the system less responsive. If the value is too low it will make the system oscillate and can not be compensated for with gain or integrator rate. Fast proportional gain 1 Fast gain works in conjunction with the window width to provide higher control gain for load transients outside the window, and lower control gain inside the window at steady state. The base gain set point defines the control gain inside the window. Outside this window the fast gain is activated. Fast gain window width 1 The fast gain window width 1 is in conjunction with the fast proportional gain as described above. fast gain window is not absolute, but an anticipated value. When the control senses a change in speed that will cause a speed error exceeding the window width, the control gain is set to the value determined by the fast proportional gain. This allows the control to act quickly on a transient. When speed error is returning to zero after a disturbance the control notices the error entering the window width and automatically reduces control gain to the value determined by proportional gain. Gain Breakpoint 1 Sets the percent actuator output above which the gain slope becomes effective. Gain Slope 1 Gain Slope changes gain as a function of actuator output. Gain slope operates in conjunction with the gain breakpoint adjustment to increase or decrease gain when percent actuator output is greater than the breakpoint. Speed Filter 1 Speed filter adjusts the cut-off frequency of a low pass filter used on the speed sensing input. Torsional Filter 1 Torsional filter is a filter which filters away the torsionals over the clutch. In this way the control tries to stabilise the torsionals in case they occur. This is only effective when one speed probe is mounted before the clutch and one speed probe mounted after the clutch. Droop 1 This value represents the amount of droop.
63

Engine type W38
Chapter 1.6
Issue date April 98
Menu Dynamics 2 Two sets of dynamics are available. Switching between both is done by the clutch feedback discrete input. For further explanation of dynamics 2 please refer to dynamics 1.
Menu Speed Setting Raise Speed Limit Lower Speed Limit Rated Speed Idle Speed Accel Rate rpm/sec Decel Rate rpm/sec Speed Raise Rate The maximum sped reference that is possible during operation. The maximum speed reference that is possible during operation. The rated speed reference setpoint. The idle speed reference setpoint. Acceleration rate when ramping from idle to rated speed reference. Deceleration rate when ramping from rated to idle speed reference. Rate in which the speed reference will change in case of giving a raise speed command. Also the remote speed reference will be increased with this rate. Rate in which the speed reference will change in case of giving a lower speed command. Also the remote speed reference will be decreased with this rate The speed reference setpoint when remote speed reference is enabled at 4 mA input signal. The speed reference setpoint when remote speed reference is enabled at 20 mA input signal. Speed indication at 4mA output for Tachometer. Speed indication at 20 mA output for Tachometer. Indicates the maximum amount of actuator output. In this way you can limit the maximum amount of fuel to the engine.
Speed Lower Rate
4mA Remote Reference 20mA Remote Reference Tach at 4 mA output Tach at 20 mA output Speed Fault Override Time
64

Engine type W38
Chapter 1.6
Issue date April 98
Menu Fuel Limiters Start Fuel Limit The start fuel limit sets the maximum actuator output during start. Maximum Fuel Limit Indicates the maximum amount of actuator output. In this way you can limit the maximum amount of fuel to the engine. The external fuel limiter allows to set up the fuel limiter schedule as a function of a 4 - 20 mA signal, the schedule has 5 setpoints. Fuel Limit Breakpoint A mA input at first setpoint. Fuel Limit at Breakpoint A Maximum actuator output at first setpoint. Fuel Limit Breakpoint B mA input at second setpoint. Fuel Limit at Breakpoint B Maximum actuator output at second setpoint. Fuel Limit Breakpoint C mA input at third setpoint. Fuel Limit at Breakpoint C Maximum actuator output at third setpoint. Fuel Limit Breakpoint D mA input at fourth setpoint. Fuel Limit at Breakpoint D Maximum actuator output at fourth setpoint. Fuel Limit Breakpoint E mA input at fifth setpoint. Fuel Limit at Breakpoint E Maximum actuator output at fifth setpoint. The torque fuel limiter allows to set up a fuel limit schedule as a function of the actual speed. The schedule has 5 setpoints. Torque Lim P1, rpm Speed input at first setpoint. Torque Lim P1, act (%) Maximum actuator output at first setpoint. Torque Lim P2, rpm Speed input at second setpoint. Torque Lim P2, act (%) Maximum actuator output at second setpoint. Torque Lim P3, rpm Speed input at third setpoint. Torque Lim P3, act (%) Maximum actuator output at third setpoint. Torque Lim P4, rpm Speed input at fourth setpoint. Torque Lim P4, act (%) Maximum actuator output at fourth setpoint. Torque Lim P5, rpm Speed input at fifth setpoint. Torque Lim P5, act (%) Maximum actuator output at fifth setpoint. PID (%) at 4 mA output PID value when 4 mA are given to the PID output signal (for CPP systems). PID (%) at 20 mA output PID value when 20 mA are given to the PID output signal (for CPP systems).
65

Engine type W38
Chapter 1.6
Issue date April 98
Menu load sharing Act % at No load The actuator position at no load should be given here. This is needed for calculation of droop and/or amount of load. The actuator position at full load should be given here. This is needed for calculation of droop and/or amount of load. In case a fuel rack sensor is used, the feedback signal of that sensor at no load must be set here. In case a fuel rack sensor is used, the feedback signal of that sensor at full load must be set here. The 100% load level (in kw) of the engine must be given here. This signal is needed when run in master/slave applications. The rate that the engine will be (un)loaded when clutch in or unload contact is given. It is calculated as follows: ((full load act pos-no load act pos)/full load)*un-load rate = .....kw/s The load level at which the clutch open contact is given. It is calculated as follows: ((full load act pos-no load act pos)/full load) *minimum trip level =...kw In master/slave application, the position of the fuel rack of the slave unit can be tuned with this parameter. (Mostly set at clutched in engines, full load) In master/slave application, the position of the fuel rack of the slave unit can be tuned with this parameter. (mostly set at clutched in engines, no load)
Act % at full load
mA rack sensor at no load mA rack sensor at full load Full load (kw)
(Un)load rate (kw/s)
Minimum trip level (kw)
Slave rack gain
Slave rack offset
Menu display Engine speed Speed reference Actuator LSS (%) Actuator output (%) Fuel limit LSS (%) Function as slave Indicates the actual engine speed Indicates the actual speed reference with droop and bias Indicates the status of the actuator low signal select bus 100% is full fuel. Indicates the actuator output in % Indicates the actual value on the limiter low signal select bus. Indicates if control is in slave mode. True: Slave mode False: Master mode or not clutched in
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Menu calibration Speed #1 (rpm) Speed #2 (rpm) Remote ref. input (mA) Charge air input (mA) Rack sensor input (mA) Master/slave input (mA)
Displays the speed probe #1 input signal Displays the speed probe #2 input signal Displays the remote speed reference input signal in mA Displays the charge air input signal in mA Displays the rack sensor input signal in mA Displays the master/slave input signal in mA
Menu display 2 Display 2 menu is a true/false monitor. It represents the status of the subject. A TRUE indicates that the status is true. For example, minor alarm = true indicates that a minor alarm is present. Stop/run contact True: run mode selected. False: stop mode selected. Idle/rated contact True: rated speed reference selected. False: idle speed reference selected. Lower contact True: lower speed reference contact is on. False: lower speed reference contact is off. Raise contact True: raise speed reference contact is on. False: raise speed reference contact is off. Failsafe override contact True: Failsafe function is on. False: Failsafe function is off. M/S Select contact True: Control selected as slave. False: control selected as master or automatic master/slave selection. This input has no function if auto master slave selection is enabled. Unload contact True: unload sequence is enabled. False: unload sequence is disabled. Clutch closed contact True: Clutch is closed (feedback signal) dynamics 2 is active. False: clutch is open (feedback signal) dynamics 1 is active. Major alarm relay True: relay is on (major alarm present). False: relay is off. Minor alarm relay True: relay is on (minor alarm present). False: relay is off. Unloaded relay True: relay is on (engine is unloaded to triplevel. Can be used for clutch open signal). False: relay is off. MPU no.1 LED status True: LED is on (indicates speed probe fall). False: relay if off. MPU no.2 LED status True: Led is on (indicates speed probe fail). False: LED is off.
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Engine type W38
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Menu monitor alarms Monitor alarms menu is true false monitor. It represents the status of the subject. A TRUE indicates that the status is true. For example: MPU #1 failed = true indicates that speed probe 1 has failed MPU #1 failed True: MPU #1 has failed. False:MPU #1 has not failed MPU #2 failed True: MPU #2 has failed. False:MPU #2 has not failed Both MPUs failed True: both MPU #1 have failed. False: both MPU #1 have not failed. remote input failed True: remote input signal has failed. (signal<2mA or signal> 22 mA) False: Charge air input signal has not failed. Charge air input failed True: Charge air input signal has failed. (signal < 2 mA or signal > 22 mA) False: Charge air input signal has not failed. Rack sensor input failed True: rack sensor input signal has failed. (signal<2mA or signal> 22 mA) False: rack sensor input signal has not failed. Master/slave input failed True: master/slave input signal has failed. (signal<2mA or signal> 22 mA) False: master/slave input signal has not failed.
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Troubleshooting The LCS diagnostic package monitors the correct functioning of the I/O boards, engine sensors/contacts, LCS power supply and communication tasks. General guidelines/tips using the following troubleshooting lists: Set the Local Operator Panel to FULL display mode to show all channel parameters in GROUP PAGE and ALARM PAGE. CHANNEL PAGE is shown only in full display mode. If prompted; check the channel statuses or parameters in either of these pages. However if the channel number is known; best use the CHANNEL PAGE. Refer to document LOCAL OPERATOR PANEL, Operator Guide for detailed information concerning the use of the Local Operator Panel. Although in the LCS documentation all data is included concerning the channels, I/O boards, termination boards and sensors connections and there relation to each other, when troubleshooting it is handy to understand this relationship. For instance; if an alarm is reported, the channel number is displayed in the alarm page. This channel number enables the trouble-shooter to locate the I/O board, the termination board and the termination board terminals without consulting additional documentation. Channel number: XYYZZ X means: YY means: ZZ means: LCS unit number I/O board number I/O board channel number
For ZZ = 1-16: Termination board/terminal number: For ZZ = 17-32: Termination board/terminal number:
TB-YYA / terminal ZZ
TB-YYB / terminal (ZZ - 16)
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Engine type W38
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Analogue/pulse input channels Symptom Analog value reads --- and channel status reads SENSFA. Possible cause or solution On the termination board one (or more) of the corresponding sensor isolation switches is OPEN. Close the three sensor switches.
The sensor is defect. See paragraph SENSORS. Loose wire(s). Check on the channel terminals if the sensor signal is measured. If not; check the system wiring, cables and connectors. See paragraph SENSORS. On the termination board the corresponding sensor adapter is removed. Check the LCS documentation for the type of sensor adapter to place. On the termination board the corresponding sensor adapter is defect. Check the LCS documentation for the type of sensor adapter to replace. Analog value is The channel is not used and therefor skipped. Refer to the LCS not updated documentation. and channel status reads SKIP. The channel is used but skipped. Check the channel setup and LCS documentation. If necessary; change skip in channel setup to NO. The corresponding I/O board is downloading (or waiting to download) its setup data. This is indicated by the flashing I/O board LED SYSTEM OK. When the flashing of this LED stops the analog value will be restored. Alarm is not activated passing the alarm limits. The channel is not an alarm channel and therefore set as status channel. Refer to the LCS documentation.
The channel alarms are inhibited by other system functions. This is indicated by the channel status INHIB. A (long) delay time has been set. Check the channel parameter DT for the delay time.
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Analogue/pulse input channels(continuation) Symptom Status does not change passing the limits. Possible cause or solution The channel status is inhibited by other system functions. This is indicated by the channel status INHIB.
A (long) delay time has been set. Check the channel parameter DT for the delay time. Alarm/status does not return to normal repassing the limits. Analog value does not correspond with the actual (process) value. The channel alarm/status limits dead band is not yet passed. Check the channel parameter DB for the dead band.
The sensor is faulty. See paragraph SENSORS.
On the termination board the corresponding sensor adapter is not correct. Check the LCS documentation for the type of sensor adapter. The channel setup parameters do not correspond with the sensor type. Check the sensor characteristics, the LCS documentation and in the channel setup: SENSOR TYPE and ENGINEERING UNITS.
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Analogue/pulse input channels(continuation) Symptom Alarm/status limits are not correct due to vessel dependent parameters. E.g. static pressure compensations for the cooling water circuits. Multiple failing inputs; PT100, mA or pulse inputs. Earth failure on corresponding I/O board. This is indicated by the I/O board LED EARTH FAILURE. Switch off the sensor isolation switches on the termination boards one by one to determine the sensor causing the failure. mA or pulse inputs: Common fuse on termination board blown. Check if green power LED on the termination board is lit. If not; replace fuse. If the fuse immediately blows again, switch off all sensor isolation switches on the termination board and replace the fuse. If the fuse immediately blows again; the termination board is defective. If not; switch on the sensor isolation switches one by one to determine the sensor causing the failure. Possible cause or solution Change the alarm/status limits in the channel setup.
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Digital input Symptom No alarm or status change at changing process conditions. Possible cause or solution On the termination board one (or more) of the corresponding sensor contact isolation switches is OPEN. Close the three isolation switches. Sensor is defect. Test the contact at the sensor with changing process conditions. If no contact change is measured; replace sensor. Loose wire(s). Check on the channel terminals A and B if contact is measured. If not; check the system wiring, cables and connectors. No alarm at input alarm condition (connections tested). The channel is not an alarm channel and therefor set as status channel. Refer to the LCS documentation. The channel alarm is inhibited by other system functions. This is indicated by the channel status INHIB. A (long) delay time has been set. Check the channel parameter DT for the delay time. No status change at input changes (connections tested). The channel statuses are inhibited by other system functions. This is indicated by the channel status INHIB. A (long) delay time has been set. Check the channel parameter DT for the delay time. Alarm/status is inverted in relation to the input. Wrong sensor contact connected (N.O. N.C.). Refer to sensor and LCS documentation. If necessary; change connection at sensor. The channel setup parameters do not correspond with the sensor type. Refer to sensor and LCS documentation. If necessary; change in the channel setup: NORM. COND.: OPEN CLOSED
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Digital input(continuation) Symptom No alarm/status change at changing process conditions and channel status reads WIREFA. Note: This only applies to digital contacts connected to 6004 or 6018 I/O boards. Loose wire(s). Check on the channel terminals A and B if contact is measured. If not; check the system wiring, cables and connectors. The termination resistor is removed from the contact unit. Check the placement of the 10 kOHM resistor over the contact in case of a normally open contact (N.O.). Check the placement of the 10 kOHM resistor in series with the contact in case of a normally closed contact (N.C.). On the termination board the corresponding sensor adapter is removed. Check the LCS documentation for the type of sensor adapter to place. Digital status does not change according to input and channel status reads SKIP. The channel is not used and therefor skipped. Refer to the LCS documentation. The channel is used but skipped. Check the channel setup and LCS documentation. If necessary; change skip in channel setup to NO. The corresponding I/O board is downloading (or waiting to download) its setup data. This is indicated by the flashing I/O board LED SYSTEM OK. When the flashing of this LED stops the digital status is restored. Multiple failing digital input channels. Common fuse on termination board blown. Check if green power LED on the termination board is lit. If not; replace fuse. If the fuse immediately blows again, switch off all sensor isolation switches on the termination board and replace the fuse. If now the fuse immediately blows again; the termination board is defective. If not; switch on the sensor isolation switches one by one to determine the sensor causing the failure. Possible cause or solution On the termination board one or more of the corresponding contact isolation switches is OPEN. Close the three isolation switches.
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Analogue output channels Symptom Possible cause or solution Disconnect component wiring and measure signal on (cable) wires. If signal measured; replace component. Loose wire(s) or short-circuit in output wiring. Disconnect output wiring on termination board terminals. Test output voltage signal on the termination board terminals: A(+) - B(-).Test output current signal on the termination board terminals: C(+) - B(-). If signal measured; check system wiring, cables and connectors. Defect analog output adapter. Disconnect output wiring on termination board terminals. Test output voltage signal on the termination board terminals: A(+) - B(-).Test output current signal on the termination board terminals: C(+) - B(-). If no signal measured; replace analog output adapter. Refer to the LCS documentation for the adapter type. (Minor) output voltage/current deviation in relation to displayed channel value. For instance due to external cable length (voltage output) a minor re-calibration of the analog output adapter can be required. Minimum (zero) adjustment; Verify minimum channel value (E.g. 0%, 0 Degr etc.) . Adjust output signal with P1 on analog output adapter. Maximum (span) adjustment; Verify maximum channel value (E.g. 100%) . Adjust output signal with P2 on analog output adapter. Multiple failing mA-output channels. Common fuse on termination board blown. Check if green power LED on the termination board is lit. If not; replace fuse. If the fuse immediately blows again remove the analog output adapters on the termination board and replace the fuse. If now the fuse immediately blows again; the termination board is defective. If not; mount the analog output adapters on the termination board one by one to determine the adapter causing the failure.
Analog actuator not responding. Short-circuit in analog actuator.
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Engine type W38
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Relay output channels Symptom Multiple actuators not responding. Possible cause or solution Common fuse on termination board blown. Results in the malfunctioning of all 16 relay outputs. Check if green power LED on the termination board is lit. If not; replace fuse. If the fuse immediately blows the termination board is defect. Check the channel status and if it changes under the correct conditions (e.g. ONOFF). Refer to LCS documentation. Check the on/off status of the relay indication LED to correspond with the channel status. If not corresponding; the I/O board is defect. See paragraph I/O BOARD. while corresponding relay indication LED is lit. Relay output fuse on the termination board is blown. Test the relay output fuse; replace if blown. If blown again; check system wiring and actuator for short-circuit. Loose wire(s) or short-circuit in output wiring. Disconnect output wiring on termination board terminals. After testing the relay output fuse; test relay output contact (ohm) on the output terminals A and C. If contact measured; check system wiring, cables and connectors. Actuator is defect. Disconnect the (cable) wiring at the actuator. After testing the relay output fuse; test the actuating signal (ohm/volt) on the (cable) wires. If a signal is measured on the (cable) wires; replace actuator.
Actuator not responding; General
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Engine type W38
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Sensors Symptom PT100 Possible cause or solution Test PT100 sensor checking the displayed channel value. Heat the sensor in an oven and verify the channel reading. Test PT100 sensor with DMM on LCS terminals. Disconnect sensor from the LCS by means of the termination board sensor isolation switches. Measure on termination board terminals (partial table) : AB 0 Degr 50 Degr 100 Degr 150 Degr Thermocouple type K (TC-K) Test TC-K sensor checking the displayed channel value. Heat the sensor in an oven and verify the channel reading. Test TC-K sensor with DMM on LCS terminals. Measure on termination board terminals (partial table) and add cold junction temperature (e.g. ambient temperature 20 Degr; + 8mV) AB 0 Degr 100 Degr 200 Degr 500 Degr 1000 Degr 4.1 mVDC 8.1 mVDC 20.6 mVDC 41.2 mVDC BC 0 mVDC 100 119.4 138.5 157.3 BC 0-5 0-5 0-5 0-5
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Sensors(continuation) Symptom mA-transmitter Possible cause or solution Test mA-transmitter checking the displayed channel value. In case of a pressure transmitter; Pressurize the transmitter with a hand pump and verify the channel reading. Otherwise; check transmitter manufacturers documentation. Test mA-transmitter with DMM on LCS terminals. Measure on termination board terminals (partial table) : AB 0 mA 4 mA 12 mA 20 mA Not es: 0 VDC BC (P602) B C (P604) -
0.2 VDC 24 VDC 0.6 VDC 24 VDC 1 VDC 24 VDC 24 VDC
Pxxx indicates the sensor adapter type. Refer to LCS documentation. If in column B C (P602) no 24 VDC is measured; replace sensor adapter.
Volt-transmitter
Test volt-transmitter checking the displayed channel value. Simulate volt-transmitter output value and verify the channel reading. Refer to transmitter manufacturers documentation. Test volt-transmitter with DMM on LCS terminals. Simulate volt-transmitter output value and measure on termination board terminals A (+) and B(-). Check channel setup parameters and refer to LCS documentation and transmitter manufacturers documentation
Pulse-transmitter
Test pulse-transmitter checking the displayed channel value. Measure engine speed in alternative fashion (e.g. stroboscope) and verify with the channel reading. Measure pulse-transmitter frequency on termination board terminals A (+) and B(-) and verify the calculated RPM with the channel reading. If applicable; test pulse-transmitter supply voltage (sensor adapter P607) on terminals C (+) and B(-). If no 24 VDC is measured; replace sensor adapter.
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I/O board Symptom I/O board indication I/O BOARD FAILURE is lit or I/O board indication SYSTEM ON is off or I/O board concluded defect in other tests. IMPORTANT Inserting an I/O board in a powered system rack may cause the board to start-up incorrectly and/or can shutdown the engine! During initialization it is possible for the I/O boards to go temporarily into an undefined status which can result in multiple alarms and consequently in possible control actions! For this reason observe the following rules for absolute safety; never perform these following actions with a running engine. switch off system power before inserting an I/O board. turn off and purge the starting air supply. To replace an I/O board; follow these steps: I. If engine running; stop the engine. II. Turn off and purge the engine starting air supply. III. Remove defect I/O board from the system rack. IV.Move the front text sheet to the new board (front-top access). V. Place new I/O board in the system rack. VI. Wait until I/O board is ready for operation (after LED test pattern) and the LED SYSTEM ON is lit. Possible cause or solution Replace I/O board.
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I/O board(continuation) Symptom I/O board indication I/O BOARD FAILURE is lit or I/O board indication SYSTEM ON is off or I/O board concluded defect in other tests. Possible cause or solution I. (Up)load the I/O board setup data; Reset the communication processor board 6001 by means of the reset button hidden in the front. Simultaneously activate the 6001 pushbuttons ACK and STOP HORN during the start of the run-time program. Release these buttons when the 6001 LED SYSTEM ON is lit. After about 30 seconds the 6001 starts (up)loading the I/O boards one by one. This is indicated by the flashing of the SYSTEM OK LED on the appropriate I/O board. When after several minutes all I/O board SYSTEM OK LEDs stopped flashing the LCS is ready for operation. II. Turn the starting air supply back on. Communication processor Symptom MODBUS communication failure; Converter LED (1) is off. Converter LEDs (3) or (4) show no activity. Converter LED (3) shows no activity. Converter LED (3) shows activity and; 6001 LED COMMUNICATION PORT FAILURE is on. Possible cause or solution MODBUS converter Converter (U1) power supply fuse (external) is blown. Replace the fuse (refer to LCS documentation). If the fuse immediate blows again; the converter is defect. Possibly the converter is defect. The MODBUS central alarm system. Possibly the MODBUS central alarm system is not requesting any data from the LCS. Refer to the alarm system documentation. The alarm system is making invalid (non protocol) requests to the LCS. Refer to the alarm system documentation.
Not e:
During normal communication occasionally the 6001 LED COMMUNICATION PORT FAILURE flickers indicating a LCS communication time-out. This should not result in a MODBUS communication alarm. 80

Engine type W38
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I/O board(continuation) Symptom Converter LED (3) shows activity and; Converter LED (4) shows no activity and; 6001 LED COMMUNICATION PORT FAILURE is off. Communication processor LED SYSTEM ON is off. The LCS run-time program is not yet started after a powerup or a reset. If this situation remains; try if resetting the communication processor solves this problem. Otherwise; replace communication processor . Communication processor LED The LCS run-time program is crashed. PROCESSOR BOARD If this situation remains; try if resetting the communication FAILURE is on. processor solves this problem. Otherwise; replace communication processor . After replacing communication processor most or all channel statuses read SKIP. The communication processor solid-state disk (containing the system setup data) is not confirm the latest LCS setup. Replace the solid-state disk on the processor board with the one on the removed processor board. This solidstate disk can be recognized by the text DiskOnChip. Carefully note the placement before removing both chips. Next: (Up)load the I/O board data following the steps described in paragraph I/O BOARDS (ignore steps 3, 4, 5 and 6). Possible cause or solution Communication processor 6001. The communication processor is defect.
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Engine type W38
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Power supply
Symptom
Possible cause or solution IMPORTANT
Both power supplies have failed Although the engine keeps on running when both power while the engine is running. supplies fail (without safeties!) switching on one or both power supplies will shutdown the engine! Stop the engine -at the stop valve- before switching on the power supply. Power fail alarm. Circuit-breaker F1off: 24VDC power supply. Check if circuit breaker F1 is switched on. Otherwise; check for short-circuit and switch F1 on. Circuit-breaker F2 off: 230VAC power supply. Check if circuit breaker F2 is switched on. Otherwise; check for short-circuit and switch F2 on. System rack fuse(s) blown. Check on common termination board TB0 if both red LEDs are off. Otherwise; check for short-circuit and replace fuse(s). External power supply absent or to low. Measure LCS external power supplies on the field terminals. Refer to LCS documentation. Allowed voltage spread: 24VDC -5VDC/+6VDC 230VAC 4% Power supply short-circuit. Measure the resistance between the fail-safe power supply (right door) terminals 6(+) and 7(-). Refer to LCS documentation. No short-circuit (0 Ohm) may be measured otherwise: One by one disconnect the +24V supplied field wires (see document W38X-001, colomn Conn.).
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GENERAL
Symptom Front indication SYSTEM OK is off LCS system failure alarm (central alarm system). Front SAFETY indication is flashing. How to acknowledge LCS alarms.
Possible cause or solution See paragraphs I/O BOARDS, COMMUNICATION PROCESSOR and POWER SUPPLY. See SYSTEM OK This indicates the safety override of an existing safety stop condition. In remote control mode; push remote RESET SAFETIES. In local control mode; push local RESET SAFETIES On communication processor board front; push ACK.
How to acknowledge MODBUS backup alarms.
In remote control mode; push remote RESET SAFETIES. In local control mode; push local RESET SAFETIES On communication processor board front; push STOP HORN.
What to do with defect components.
Write a note describing the diagnosed fault. Send the defect communication processor with the fault description to the nearest support address.
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Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.3 Subject Operation Issue date April 98
2.3 Operation
Running-in program W38 (complete overhaul)
110 100 90 LOAD/SPEED IN % 80 70 60 50 40 30 20 10 0 135 150 175 240 255 280 100.2 205.2 310 30 45 70 0 LOAD SPEED
TIME IN MIN.
Step time in min. 30 5 30 5 30 5 30 5 30 5 30 5 30 5 30 5 30
Speed in % 53 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
Ramp time speed in min. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Step 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Load in % 10 0 25 0 35 0 50 0 60 0 70 0 80 0 90 0 100
Ramp time load in min. 10 0.2 10 0.2 10 .02 10 0.2 10 0.2 10 0.2 10 0.2 10 0.2 15
Step 1 -1 1 -1 1 -1 1 -1 1 -1 1 -1 1 -1 1 -1 1 84

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.3 Subject Operation Issue date April 98
Running in program(continuation)
The running-in process is mainly intended to wear piston rings on the liners for a properly fit and sealing. For a good running-in it is important to vary the load several times. The ring grooves in the piston have a different tiling angle at each load and conse-quently the piston rings gave different contact lines to the cylinder liner walls. Running-in may be performed either on distillate or heavy fuel, using the lubricating oil specified for the fuel. After a piston overhaul the piston rings have to slid into new positions and need time to refit. If the program cannot be followed, do not load the engine fully for at least 4 hours. After a complete overhaul, if the running-in program cannot be followed, do not load the engine fully for at least 10 hours.
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rtsil NSD Nederland B.V. Engine type W38 Chapter 2.4 Subject Maintenance Issue date April 98
2.4 MAINTENANCE
Bearings(oversize undersize) Big-end bearings Part.nr. 1401DT101 1401DT102 1401DT127 1401DT128 1401DT129 1401DT130 1401DT131 1401DT132 1401DT133 1401DT134 1401DT135 1401DT136 1401DT137 1401DT138 1401DT139 1401DT140 Up Down X X X X X X X X X X X X X X X X -10 -8 -6 -4 -2 -1 360 shaft STD. 378 rod STD.
0.5
Standard part Non standard Sales part
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Main bearings Part.nr. 1102DT101 1102DT102 1102DT106 1102DT107 1102DT108 1102DT109 1102DT112 1102DT113 1102DT114 1102DT115 1102DT116 1102DT117 1102DT118 1102DT119 Up X X X X X X X X X X X X X Downe X -4 -2 -1
380 400 shaft block STD STD
0.5
Axial.bearings 1102DT103 1102DT104 1102DT110 1102DT111 standard Non standard Sales part
X X X X
Attn: Undersized axial bearings can be made out of undersized main bearing shells in consultation with Technical Service WNSD.NLs
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Tightening torques for the various engine part connections CONNECTION Counter weight Main bearing below Main bearing side Connection rod complete Cylinder head Split gear on crankshaft (split) Split gear on crankshaft (flang???) Safety valve on cyl.block cover Cylinder liner clamp Starting valve spindle Rocker arm bracket Locking nut valve clearance Cylinder head safety valve Starting valve Locking nut bridge piece guide Bridge piece guide Flange for exhaust gas pipe Gland injector Injector Lorange Vibration damper Double gear wheel Shaft with intermediate gear PTO-Vibration damper Camshaft flange Camshaft gear flange Fast.Vibr.Damper start. Airsys. HP Fuel pump HP Fuel pump cover HP Fuel pump cover HP Fuel pump locking bolt Tappet housing Control device coupling part Fitted bolt control device Governor drive housing Gear wheel on governor drive Nut driving shaft governor SIZE AND CLASS M42 x 3 M72 x 4 M48 x 3 M36 x 3 M64 x4 M20 12.9 M20 10.9 M10 8.8 M16 8.8 M10 8.8 M20 8.8 M30 x 2 M16 8.8 M12 8.8 M20 x 1,5 M12 8.8 M10 10.9 M16 8.8 M42 x 3 8.8 M20 M16 8.8 M42 x 3 12.9 M20 M16 8.8 M20 M20 8.8 M10 12.9 M14 12.9 M8 12.9 M16 8.8 M8 8.8 M16 M16 8.8 M6 8.8 M24 x 1,5 TORQUE [Nm] 300 400 then 20 back 200 600 540 540 25 145 28 330 500 85 79 220 79 68 125 450 3850 550 195 5100 550 195 550 390 79 215 40 195 20 150 195 9,5 100
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Tightening torques (continuation) CONNECTION Locking bearing governor drive Turning wheel L38 Turning wheel 18V38 Fly wheel on turning wheel Gear wheel on lub. oil pump Gear wheel on cool.water pump Exhaust V-clamp Exhaust gas pipe Insulation box insulation metal Air cooler trunk 6/8/9 cylinder Air cooler trunk 18 cylinder Turbo charger 6 cylinder Turbocharger 6 cylinder Turbocharger 8/9/18 cylinder Support exhaust gas pipe Compensator exhaust gas pipe T-Support exhaust gas pipe 18v Receiver Connection piece to injector Locking flange HP Fuel pipe to cylinder head HP Fuel pipe to fuel pump Input piece delivery pipe Rubber compensator Bracket flexible mounting SIZE AND CLASS M6 12.9 12 x M48 4 x M48 M48 x 3 M24 8.8 M10 12.9 M10 8.8 M12 M12 M8 8.8 M16 8.8 M24 8.8 M20 8.8 M24 8.8 M20 8.8 M24 8.8 M24 8.8 M30 8.8 M24 8.8 M16 M16 8.8 M20 8.8 M20 12.9 M18 x 1,5 M10 8.8 M33 x 3 M39 x 2 M28 x 2 M20 8.8 M36 8.8 TORQUE [Nm] 10 4000 2000 4300 570 79 46 85 85 15 195 670 390 670 390 670 670 1350 670 195 160 390 650 150 12 180 210 210 60 2000
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Tightening torques (continuation) CONNECTION Turbocharger 6 cylinder Turbocharger 6 cylinder Turbocharger 8/9/18 cylinder Support exhaust gas pipe Compensator exhaust gas pipe T-Support exhaust gas pipe 18v Receiver Connection piece to injector Locking flange HP Fuel pipe to cylinder head HP Fuel pipe to fuel pump Input piece delivery pipe Rubber compensator Bracket flexible mounting SIZE AND CLASS M20 M24 M24 M30 M24 M16 M16 TORQUE [Nm] 390 670 670 1350 670 195 160 390 650 150 12 180 210 210 60 2000
8.8 8.8 8.8 8.8 8.8
8.8
M20 8.8 M20 12.9 M18 x 1,5 M10 M33 x 3 M39 x 2 M28 x 2 M20 M36 8.8
8.8 8.8
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Tightening procedure and hydraulic jack pressures Step 1: Positioning of engine components Step 2: Setting of materials Step 3: Obtaining the correct prestress Step 4: Checking step
ATTENTION! When following this procedure, its very important to carry out ALL four steps!! CONNECTION Main bearing stud Side stud Big end stud Connecting rod stud Counter weight stud Cylinder head stud STEP 1 [bar] 200 200 300 300 100 100 STEP 2/3/4 [bar] 770 750 870 870 760 600 NUT SHIFTING Tight firmly 4.0 - 4.5 holes Tight firmly 2.6 - 3.0 holes Tight firmly 2.6 - 3.0 holes Tight firmly 1.1 - 1.4 holes Tight firmly 1.6 - 2.0 holes Tight firmly holes
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Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.5 Subject Cylinder liner Issue date April 98
2.5 CYLINDER LINER

Specification Material: GG 30 (DIN 1691) Centrifugally cast Mechanical values in the wall of the liner - Tensile strength, bar test - Hardness : 275 N/mm2 : 223 - 293 HB
cylinder liner
Honing specification
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Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.5 Subject Cylinder liner Issue date April 98
Anti polishing ring Material: GG 30
Attention: Assemble the anti polishing ring with the chamfered side down.
anti polishing ring
cylinder liner
93

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.6 Subject piston,conn.rod,crankshaft Issue date April 98
2.6 PISTON
General
Material of piston: GGG 70 Material of piston crown: 42 CrMo 4 V
Tightening of piston crown 1) Lubricate threat with Molykote Gn plus. 2) Tighten bolts cross wise at 100 Nm. 3) Loosen bolts. 4) Tighten bolts cross wise at 20 Nm. 5) Turn bolts cross wise 100 degrees tight. 6) Check at 85 Nm, bolts should not turn tighter!
bolt
bolt
94

Connecting rod Assembly of the connecting rod Assembly of the connecting rod upper part and connecting rod lower part should be done following the hydraulic tightening procedure. (See chapter 2.4-3). upper part lower part
Disassembly of small eye bearing Place the connecting rod in a level position. Place a protection strip in the oil groove to prevent welding drops from entering the oil channel. Make two welds on the small part of the bearing according to the drawing. First at positions 1 and 2. After 10 to 25 minutes at positions 3 and 4. (welding with resistance 100, 4 mm Smitweld with a transformer setting of 200 Ampere). Now remove bearing with a copper punch. When the bearing does not come out, additional weldings must be made at positions 5,6 and 7.
3 6 4 7
95

Assembly of small eye bearing Cool the gudgeon-pin bearing bush in liquid nitrogen before fitting. Adjustment dimension X = 0.4 mm 0.1 mm.
96

Crankshaft specification The crankshaft hardness may not exceed more than 10% of the average hardness, measured on the undamaged part of the crankshaft. The following information regard measurements, clearances and NO-GO criteria. Hardness Radius oil channels Quality surface radius Crankweb 240 Hbr R = 10 Fig I
1.6 12.5
Main bearing journal - and clearance Diameter main bearing Roughness bearing surface Radius concentricity roundness Straightness 380 h6 380.0 / 379.964
1.6
R 30 Fig: IV 0.025 GH 0.015 0.015
Concentricity crankshaft Maximum deviation between adjacent crank 0.08 Diameter main bearing Main bearing clearance Diameter crankpin Roughness crankpin Radius crankpin Straightness Roundness Paralellety 400 H6 400.0 / 400.036 min. 0.34 max. 0.42 360 h6
0.4
R21 Fig III 0.015 0.015 0.015 / 1000 GH
97

Crankshaft (continuation) Diameter big-end bearing 380 Big-end bearing clearance Axial clearance crankshaft Axial bearing without axial rings 109.85 - 109.95 Axial bearing with axial rings 139.85 - 139.95 Axial bearing measurement crankshaft 140.20 - 140.25 Clearance axial: min. 0.25 max. 0.40 Damper flange Runout 0.05 GH Concentricity 0.02 GH
Flywheel flange 3.2 Roughness Run out 0.05 GH Concentricity 0.02 GH
98

1.General requirements for repair of a damaged crankshaft Hardness Oscillation Cracks : nominal 240 HV; max. 300 HV : max. run-out of adjacent main bearing journals: 0.06 mm ( dial ) : no cracks are allowed ( Magnaflux )
2.Undersize crankpin bearings available 2 mm U.S: 6 mm U.S: 10 mm U.S: 1401DT131 / 132 1401DT135 / 136 1401DT139 / 140 ( = minimum admissible U.S. diameter )
3.Geometrical requirements for repair of the crankpin by a specialised firm Diameter Diameter Diameter 2 mm U.S. crankpin: 357.92 - 357.96 mm 6 mm U.S. crankpin: 353.92 - 353.96 mm 10 mm U.S. crankpin: 349.92 - 349.96 mm : 0.04 mm : 0.03 mm : Convex shape ( Barrel shape ): absolutely not allowed : Concave shape: max. 0.02 mm ( see detail C *) : 0.3 / 1000
Max. ovality Max. taperness Shape of crankpin
a. b.
Max. parallelism to centreline
Roughness of crankpin: 0.4 m ( 1 m = 40 inch ) Roughness of fillet : 0.8 m Radius in way of the fillet Undercut to fillet Radius in way of oil hole : min. R = 17 mm ( standard: 21 mm; see detail B *) : 0.5 - 0.5 mm ( R = 17 mm ) : 10 mm, rounded off to the pin(see detail A *)
4. Checks on actual running pattern Check running pattern before start-up with Prussian blue and turning to verify that the pin is not barrel shaped. Check running pattern after 10 minutes at 20 % load. *) See also Illustration on the following page
99

Illustration to be used at requirements for repair of a damaged crankshaft
C B
100

Chapter 2.7 Subject Cylinder head with valves Issue date April 98
2.7 CYLINDER HEAD WITH VALVES

Grinding inlet and exhaust valves 1) Chris-Marine valve spindle grinder type 75H for use in the lathe. Clean valve, for instance by glass blasting. Measure valve according instructions. Study manual for grinding machine carefully. Use a standard grinding wheel for NiMoNic valves. Balance wheel. Angle of chisel holder to be set with conical template for 29 50 5. Install grinder at correct horizontal level. Place valve in the chuck of the lathe directly or, if chuck is not 100% true: Use steady rest, clock valve spindle close to steady rest (max. 0.02 mm)
Apply a stabilizer plate (slightly smaller diameter than valve), between valve disc and center ensure sample air supply, speed of grinding wheel: 8000 rpm. Have valve running with the grinding wheel,70 rpm Direction of rotation: anti clockwise, looking against bottom side of the valve. Lubricate valve seat during the grinding with thick gear oil (sae 80 to 90). Watch temperature of valve disc. Dress-up the grinding wheel if necessary Approach the wheel radial and: Keep pressure on the stone constantly (Never leave the wheel). Grind until entire seat shows a clearly ground surface (not too shiny). Measure valve. Do not hand-grind valves to seat in cylinder head.
101

Grinding inlet and exhaust valves (continuation) 2) Chris-marine valve grinding machine type bsp 1 or 3 Clean valve, for instance by glass blasting. Measure valve according instructions. Study manual for grinding machine carefully. Use a white grinding wheel, 200 x 13 x 32 mm (cm part nr. 27/1373010). Balance wheel. Fit valve, using centering collets for a 30 mm valve spindle. The beveled edge of the valve spindle top should be just outside the collet. Use long type stabilizer. Turn all screws by hand and than slightly with spanner. Angle to be set at 29.83 0.08 (=29 50 5) Nonius devisions: 0.05 = 3. Standard speed of grinding wheel: 100 rpm at 50 Hz. Direction of rotation: counter clockwise, looking against bottom side of the valve. Cooling: Water with 1-1 % anti corrosion (5% is too much). Dress-up the grinding wheel if necessary. Move the wheel radial to the valve and keep pressure on the stone constantly (Never leave the wheel). Grind until entire seat shows a clearly ground surface (not too shiny). Measure valve. Do not hand-grind valves to seat in cylinder head.
102

Grinding inlet and exhaust valves (continuation) Material: valve = X45CrSi 93 seat = GZ-X190CrMo12 2V Induction hardened : min. 50 Hrc / case depth 1.5
Inlet valve and seat
3 0 + 4 - 0
Material:
valve MDO = X45CrSi93 valve HFO = NIMONIC 80A seat = GNiCr50Nb Hardness: 46 3
Exhaust valve and seat
30 +4 -0
103

Inlet and exhaust valves (continuation) Replacing the valve seat rings in cylinder head. Inlet: 1) Remove the old seat by the welding/shrink method. Clean the bore of the seat in cylinder head and check diameter bore etc. 2) Cool the new seat-ring down to -150C with liquid nitrogen. (The cylinder head should not be headed up for fitting the inlet seat!!) 3) Fit the cooled ring carefully. The ring should be tightened of the bottom of the inlet chamber of the cylinder head. 4) After cylinder head/seat is back on environmental temperature the seat should be grinded on correct setting.
Exhaust: 1) Idem as above item 1. 2) Cooling down the new seat-ring to -50C. Preferable is to cooling down the new seat ring on a plate, which should be placed above the liquid until the right temperature should be reached. 3) Heat up the cylinder head to 90C. NOTE: It is important that the whole cylinder head should be heated up slowly and not only the seat bore. This to avoid hot spots which could result in cracks etc. 4) After the cooling down of the seat, put slightly some oil = Super-O-Lube on the O-ring. Place on the outer diameter 144 (make sure that surface is clean and free of grease etc.) Loctite 290, whereafter fitting the new seat including the O-ring, together in cylinder head a.s.a.p. 5) After the cooling down of the cylinder head, to environmental temperature, the seat should be grinded.
104

Grinding the valve seats - Set the grinding angle for the inlet and exhaust seats of the W38. (since the seats of the W38 are machined straight and not curved the conversion table on the machine based on seat diameter is not relevant). - Adjust the handwheel(3) until the marking(1) on the setting plate is in the middle of the two border markings(2). - loosen the two blocking handles (4) and (5) and lower the grinding stone until it is in the middle of the seating face. - Fasten the handles (4) and (5) - Move the gringing stone down towards the starting point by means of the handwheel(3). - Feed in the grinding wheel 0.05mm.(one notch on the fine-adjustment knob will feed in 0,1mm.).This is to avoid high temperatures during machining. - Lock the handwheel(3) with knob(7). - Move slider(8) in up-position
105

Grinding the valve seats (continuation) - Start grinding- and rotation motor. - Start rotating movement by turning and moving down the clutch ring(9). - Grind until the upper side of the valve seat is reached. Then turn of the rotation motor by means of the clutch ring(9) - When more grinding cycles are required,the necessary grinding depth should be adjusted by the fine adjustment. - Move slider(8) in down-position and restart the rotation motor. - During the last-but-one movement of the grinding stone the maximum in-feed is 0.03 mm. - During the last movement grind without in-feed.
106

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 2.8 Subject Camshaft and valve drive Issue date April 98
2.8 CAMSHAFT AND VALVE DRIVE

Camshaft diagram Possible adjustments Nominal valve timing at 1 mm lift Clearance piston - valve
Adjustment at 8 mm lift 1530 72 73 1430 71 82 1330 70 71 1230 * 69 70 1130 68 69 1030 67 68 930 66 67 830 65 66 * Adjustment figures drawn diagram
open exhaust inlet
close exhaust inlet 61 62 63 64 56 66 67 68 34 35 36 37 38 39 40 41
clearance exhaust 11.2 10.6 10.0 9.2 9.1 8.0 7.5 6.8
clearance inlet 4.2 4.8 5.4 5.8 6.5 7.0 7.8 8.2
107

Camshaft and valve drive (continuation)
108

Camshaft part Material: Camshaft part = 17CrNiMo6 Journal = 42CrMo4 Bearing journal = C35N
1
1: Fuel injection cam 2: Exhaust cam 3: Inlet cam 4: Camshaft journal
Mounting of camshaft gearwheel To mount the camshaft gearwheel you can use a hydraulic tool. The pressure that is set on the tool represents a torque. Every tool is unique and therefor has its own convert table.
109

Gearwheel clearances and dimensions
nr. 6
Gear name
Width 50 50 50
Water pump 20 8 gearwheel 7 Pump driven 90 8 gearwheel 8 Lubricating pump 31 8 gearwheel Flankclearance with bearingcorrection L38 440.10 484.00 V38 440.17 484.14
Opp. gear 7
Flank clearance 0.63-0.78
Assembly flank-
0.39-0.54
clearance
H1 H2
110

111

Gearwheel clearances and dimensions(continuation) nr. 1 Gear name Z M Width Opp gear 2 Flank clearance 0.57-0.71
Split gearwheel for 62 10 90 Assembly crankshaft 2 Intermediate 66 10 90 flankgearwheel large 3 Intermediate 33 10 110 4 0.41-0.55 clearance gearwheel small 4 Camshaft gearwheel 62 10 110 5 0.47-0.59 5 Governor drive 19 10 35 gearwheel Flankclearance with bearingcorrection 1 Split gearwheel for 62 10 90 2 0.39-0.53 Assembly crankshaft 2 Intermediate 66 10 90 flankgearwheel large 3 Intermediate 33 10 110 4 0.45-0.59 clearance gearwheel small 4 Camshaft gearwheel 62 10 110 5 0.28-0.40 5 Governor drive 19 10 35 gearwheel Flankclearance where the gearwheel is the theoretical center 1 Split gearwheel for 62 10 90 2 0.32-0.81 Assembly crankshaft 2 Intermediate 66 10 90 flankgearwheel large 3 Intermediate 33 10 110 0.24-0.61 clearance gearwheel small 4 Camshaft gearwheel 62 10 110 4 0.31-0.68 5 Governor drive 19 10 35 5 gearwheel Operating flankclearance under given circumstances as: Shaftdistance-tolerance/bearing clearance-tolerance/teeth-tolerance/bending and thermal expansion (with operating temperature 100c).
112

Picture for gearwheel clearances
5 4
3 2
113

General roundness check for gearwheels Place a cylindrical pin in the tooth cap as shown. Turn the shaft and use a dial indicator to obtain indications. Repeat the procedure and take comparative indications from at least four different locations.
114

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 3.0 Subject No-go criteria Issue date April 98
3.0 NO - GO CRITERIA FOR ENGINE PARTS
Piston and piston ring wear limits
Description
Design size (mm)
Wear limit (mm)
Two piece piston with steel crown.

1
Two piece piston
2 3 4
Clearance between new piston ring and groove. A: Groove 1. 0.15 0.50 0.17
0.15 0.45 Groove 2. 0.17 Note: Measering point: approx.5.0mm from outer surface.
0.15 0.40 Groove 3. 0.17
0.06 0.30 Groove 4. 0.08
114

Piston gudgeon pin wear limits
Description
Design size (mm)
Wear limit (mm)
Piston and gudgeon pin
Gudgeon pin hole. A175.04 175.05 175.02

A
Gudgeon pin diameter. 175.00 174.97 174.99

A
10 10 10
10 10
10
A-
115

Connecting rod wear limits Design Description size (mm) Con.rod. Small end bore diameter without bearing D-E
Wear limit (mm)
Connecting rod.
D
195.029 195.05 195.000
Small end bore diameter with bearing D-E
175.180 175.25 175.120 0.03
Ovality
D-E
Big end diameter.
360.000 359.964
A B 1 2 C D
Big end bore diameter
378.057 378.000
A+B+C+D 3 Ovality Conicity A-C 1-2 360.373
Max.378.057 Min.377.980 0.05 0.02
The measurement A+B+C+D 4 should be taken at side 1 and 2 of the big end. The conicity is the difference between 1 and 2.
Assembled bearing bore
360.40 360.288 0.02
Difference between B/C 116

Cylinder liner wear limits
Description
Design size (mm)
Wear limit (mm)
Cylinder liner.
Bore
380.057 380.90 380.000
93 147 202
Ovality
0.03
0.10
568
Conicity, i.e. difference in diameters measured at 93 and 202 mm from top.
872
0.60
Height
A-
349.100 348.50 349.000
B A
Height
B-
79.40 79.20 79.60
Anti polisching ring Height C -
81.10 80.70 80.90
wall thichness D-
10.240 10.00 10.193
117

Exhaust valve and seat wear limits
Description
Design size (mm)
Wear limit (mm)
Exhaust Valve.
Valve stem diam. AI = 66 II = 110 III = 325 B 30.000 29.90 29.979
I II A
III A B B
28.00
27.50
25
25 A A
Valve guide bore. A 30.161 30.30 30.134
Valve disc at: ABCangle D Max.oscillation of valve stam and disc. 29505 0.00 0.15 0.03 13.00 12.00 1.00
118

Exhaust valve and seat wear limits (continuation)
Valve seat Diam. D-
128.00 130.00 127.80
angle E Recess cyl.head outer bore -
305
144.025 144.000
inner bore -
125.025 125.000
119

Inlet valve and seat wear limits
Description
Design size (mm)
Wear limit (mm)
Inlet Valve.
Valve stem diam. AI = 66 II = 110 III = 325 B 30.000 29.90 29.979

I II A III A B B
28.00
27.50
25
25
Valve guide bore. A 30.161 30.30 30.134

A A
Valve disc at: ABCangle D Max.oscillation of valve stam and disc. 29505 0.00 0.15 0.03 13.00 12.00 1.00
120

Inlet valve and seat wear limits (continuation)
Valve seat Diam. D-
128.00 130.00 127.80

E
305 angle E Recess cyl.head outer bore 144.025 144.000

D
121

Valve drive mechanism wear limits
Description
Design size (mm)
Wear limit (mm)
Valve drive mechanism
Valve drive mechanism. Valve tappet 1 -
114.928 114.75 114.893 115.035 114,95
Guide diam. 2 -
115.000
50.016 Roller pin bore in tappet. 4 50.05 50.000 50.105 50.20 Roller bore 5 50.080 50.000 49.95 Tappet pin 6 49.989
Rocker arm 85.102 bearing sleeve diam.in situ. 9 85.30 85.050
85.000 Bearing journal diameter 10 84.95 84.989
122

Valve drive mechanism wear limits (continuation)
Yoke 34.050 Pin diam. 11 34.034 34.119 Yoke bore 12 34.080 34.20 33.95
123

Copyed from Exhaust and inlet valve spring.
Description
Design size (mm)
Wear limit (mm)
Exh. and inlet spring
Valve spring Length of spring (Dismantled) L= 203.00 201.50 207.00
105
124

Crankshaft deflection tolerance

Max. mm No Go mm
Crankshaft deflection tolerance
Measuring the alignment of the engine the unloaded crankshaft is considered as a reference. So the crankshaft ends has to be free from extra loads due to for instance the weight of elastic couplings etc. After alignment of the crankshaft, the crankweb deflection limit is : Alignment must be carried out =No Go. If power is taken from the free end, the crankweb deflection limit for the first crank is : The maximum deviation between adjacent cranks is : 0.04 0.05
0.08
0.10 0,7 X deflection limit
The maximum deviation between A and E is : Inlineengine Veeengine The maximum deviation between 2xC + A + E D+B ---------------- and -------- is: 4 2 (for diagram : see next page)
0.01 0.02
0.015
Note: The bending moment in the crankshaft caused by extra weights is limited as well as the corresponding deflections. In case of extra weights contact Wrtsil NSD nederland B.V.. For execution of the crankshaft deflections see chapter 11 in Manual. (*)
125

Crankshaft deflection tolerance (diagram)
operating side
non operating side
Dial gauge position
126

Aluminium plain bearings wear limits

The engine bearings consist of a steel back onto which a very tiny bonding of almost pure Aluminium. On this bonding is a running layer of Aluminium alloy. It concerns the bearings for crankshaft, connecting rod big end, and camshaft. Judgement of a Aluminium type bearing does not tell everything since, unlike a trimetal bearing, there is no copper barrier between the steel back and the run-ning layer visible. A bearing is suitable for further use as long as: the shell thickness is expected to stay within the given tolerances, until the next inspection. - Main bearing
Max. mm
No Go mm
9.835 9.75 9.810 8.890 8.805 8.865 7.395 7315 7.375 380.447 380.30 380.361
Big end
- Camshaft
the inside diameter is within the given tolerances, until the next inspection. - Main bearing
the bearing shell is free of any damage. the bearing shell is free of any corrosion. the wear pattern is equal. the running layer is not overloaded. An overloaded bearing shell can be recognized to locally melted or smeared lining. New bearings are treated with a corrosion protection oil that has to be removed before mounting. Where bearings show heavy wear grooves in the running layer, the quality of the lubricating oil cleaning should be observed more carefully. For determination of wear, engine components and measuring equipment should for some hours first be acclimated at room temperature ( 20 C ).Note!
127

Wrtsil NSD Nederland B.V. Engine type W38 Chapter 4.0 Subject mounting instruction Issue date April 98
4.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE

1. Lift the engine on the right location, control with foundation screws or with the drillings for flexible mountings. 2. See fig. 1. Location of the rubber element and tools Place the engine on the tools H=100 mm. Level the engine.
Figure 1
128

3.
See fig.2. Assembly foundation rubber element controlling that the element height difference x(+s) between the elements will be within 1mm.
Figure 2 When necessary adjust the element height with shims. See fig. 3: assembly of the single foundation rubber elements. Place no. 3,5,6,7,9,10,11,12,14,15,16,18 and 19.
129

Figure 3
See fig. 4:assembly of the double foundation rubber elements. Place no. 2,8,13,17 20. NOTE! Place no. 1 and 4 will be empty. Mark the location of the tools on the engine block. Remove the tools. 4. 5. Record after at least 48 hours the clearance at the marked places. See fig. 3. Adjust mechanical height limiter on all single foundation rubber elements to 10 mm. and
130

Figure 4
6. 7. 8. See fig. 4. Adjust mechanical height limiter on all double foundation rubber elements to 2 mm. See fig. 5. Install the generator to the engine taking into account that the engine should be situated 0.7 +0. 25 mm higher . 0 Check regularly the clearance at the marked places. When the checked clearance has become 1 mm. less that the recorded clearance , then adjust the checked clearance with shims to the recorded clearance .
131

Figure 5
132
Service, SWD Engines Engine section 1000 General Installation (ship): Fuel viscosity (cSt): Engine type Ref. WNL Date Issue Document No. mr38/1000/01 Engine No.: Running hours: Page 1(2)
W38
03.12.1997 00 Engine type: Temperature (C):
Operating Data Record

Date Time Verm.afname Engine speed Position regulat. Running hours exh.t1 exh.t2 [kW] r/s hours fuel r. 1 2 3 4 5 6 7 8 9 Gem. C r/s C C C C 0 1 2 3 4 5 6 7 8 9 Gem. charging pressure Char.tem after turbocharger Char.tem in receiv. Intake air temp Lub oil temp before engine Lub oil pressure before engine LT pressure inl. eng temp before air cooler temp. before lub oil.cooler temp. after lub oil.cooler Brst.druk Brst.temp HTpressure.inl.eng. bar C C C C bar bar C C C bar C bar Place: P.O. Box 10608 (hanzelaan 95) NL-8000 GB Zwolle, Netherland Name: Telecop. +31-38-4253538 Tel. +31-38-4253253 Telecop. +31-38-4223564 Telex 42116 swdz nl C C mm C C mm C C mm C C mm
exh. temp. after turbocharger speed turbocharger Mainbearing temp
Date of measurement: Wrtsil Nederland b.v. Service,Zwolle
Service, Vasa Engines Issue 01
Measurement record Document No. 00000000GB Page 2(2)
temp before engine temp. before air cooler temp. after air cooler
C C C
Service, WNL Engines Engine section 1102 Main Bearing Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1102/01 Engine No.: Running hours:
25
Page 1(2)
MAIN BEARING SHELL

Main bearing shell nominal thickness: 9.835 - 9.810 [mm]
Max. 9.750
45
25
Lower half C 1 A 15
Upper half C B A 15 80 145 1
45 2 3
2
code nr.
145
code nr.
4 5 5
Bearing number
0 1 2 3 4 5 6 7 8 9 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Upper Half
Remarks/Manufact. No. 1 2 3 4 5 1 2 3 4 5
A Lower half
Remarks/Manufact. No.
Date of measurement: Wrtsil Netherlands b.v. Service, Zwolle
Place: P.O. Box 10608 (hanzelaan 95) NL-8000 GB Zwolle
Name: Telecop. +31-38-4253538 Telecop. +31-38-4223564 Tel. +31-38-4253253 Telex 42116 swdz nl
Service, WNL Engines Engine section 1302 Cylinder liner Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1302/01 Engine No.: Running hours:
X
1 A 40 4 2 92 147 202 B 70
Page 1(1)
Cylinder liner
Code number: Component running hours before measurement: Measured:
o o
Mounted Free Temperature (C):

View X
3 1 I II III
Nominal diameter = 380.000 380.057 [mm] Wear limits: I = 380.9 [mm], II = 380.6 [mm], III, IV +V= 380.3 [mm] Ovality = 0.1 [mm] (Difference between dmax and d min measured on any level). Reference diameter (or V/1):
Antipolishing ring, wall thickness

Nominal thickness = 10.24 10.19 [mm], Wear limit = 10.10 [mm] Measure with a ball-shaped micrometer on level A and level B.
mark X
IV
568
872
Component running hours before measurement: Bank ______ 1 2 3 4 Cylinder number 5 6 7 8 9
Cylinder liner, diameter d (deviation in 100/mm)
I II III IV V
1 2 1 2 1 2 1 2 1 2
Remarkss/Manufact No. Antipolishing ring, wall thickness([mm] Level A 1 2 3 4 Level B 1 2 3 4 Remarks/Manufact No.
Service, WNL Engines Engine section 1401 Connecting rod Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1401/01 Engine No.: Running hours: Page 1(1)
Big end bearing bore

Big end nuts and connecting rod must be tightened before measuring. Hydraulic pressure when tightening: I = 870 bar II= 870 bar
d1 15 15 3 2 4 5
II
Nominal diameter without shells: (D)= 378 H7 (+ 0.057 - 0) [mm] Allowed minimum diameter: 377.90 [mm] Maximum allowed difference between D max and Dmin: 0.1 [mm]
d2 1
Reference diameter [mm]: Code number:
378
Component running hours before measurement: Temperature (C):

15 R
D 15
Gudgeon pin bearing bush mounted

Wear limit (d1, d2): 175.25 [mm] Code number: Bank ______ 1 Big end bearing bore (Deviation in 100/mm) D1 L R D2 L R D3 L R D4 L R D5 L R Max. deviation 2 3 4
15 L dowel pin con.rod
15
Cylinder number 5 6 7 8 9
(stamped on conrod) Gudgeon pin bearing bush mounted [mm] d1 L R d2 L R
Service, WNL Engines Engine section 1401 Connecting rod Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1401/02 Engine No.: Running hours:
25
Page 1(1)
BIG END BEARING SHELL

Bearing shell nominal thickness: 8.890 - 8.865 [mm]
Max. 8.805 [mm]
3 45
25
Lower half C B A 15 70 125 codenr
Upper half C B A 15 70 125 codenr
1 2
1 2 3
45
4 5 5
Bank
1 2 3 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Cylinder number
4 5 6 7 8 9
Upper Half
Remarks/Manufact. No. 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
A Lower half
Service, WNL Engines Engine section 1421 Piston Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1421/01 Engine No.: Running hours:
A
Page 1(1)
Piston ring groove height

Component running hours before measurement: Temperature (C):
1 I II III IV
Nominal height (mm) Ring Ring Ring Ring I II III IV 8.17 - 8.15 8.17 - 8.15 8.17 - 8.15 10.08 - 10.06
Wear limit (mm) 8.50 8.45 8.40 10.30
view A
notch in pistonskirt
Cylinder number
1 1 2 3 4 5 6 7 8 9
ABank
2 3 4 1
II
2 3 4 1
III
2 3 4 1
IV
2 3 4
Remarks/Manufact. No. 1 I 2 3 4 1 II 2 3 4 1 III 2 3 4 1 IV 2 3 4 Remarks/Manufact. No.
BBank
Service, WNL Engines Engine section 1421 Piston Installation (ship): Engine type W38 Ref. WNLS Date 22.12.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1421/02 Engine No.: Running hours: Page 1(1)
Crown number
Cylinder number
Top view (1)
Side view (2)
Bottom view (3)
a b c d A B C D E F G H I J K L M Thickness of carbon in 0,1mm Measure the values a,b,c,d at three points on the side of the crown (see drawing 2) Inspection method: reduced / extensive
Service, WNL Engines Engine section 1421 Gudgeon pin Installation (ship): Engine type W38 Ref. WNLS Date 22.12.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1421/03 Engine No.: Running hours: Page 1(1)
GUDGEON PIN
Gudgeon pin nominal diameter: 174.988-175.000 [mm] Wear limit: 174.970 [mm]
Reference diameter: 175 [mm] Deviation to be given in 1/100mm Bank: -1 2 2 1 A 2 3 4 1 B 2 3 4 1 C 2 3 4 1 D 2 3 4 1 E 2 3 4 1 F 2 3 4
Cylinder number 4 5 6
Service, WNL Engines Engine section 1501 Inlet-/exhaustvalve Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1501/01 Engine No.: Running hours: Page 1(1)
VALVE GUIDES
25
II
25
air in
exh.out
inlet
exhaust
A B
D C
Valve guide nominal diameter: 30.161 - 30.134 [mm] Wear limit: 30.30 [mm] Referenc diameter: 30.00 [mm] Deviations to be given in 1/100 mm.
bottom view
Bank: A Inlet B C Exhaust D

Remarks / Manufact Nr.
Cylinder nr.
1 I II I II I II I II
Service, WNL Engines Engine section 1501 Injection valve Installation (ship): Engine type W38 Ref. WNLS Date 22.12.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1501/02 Engine No.: Running hours: Page 1(2)
INJECTION VALVE TEST RECORD

No. Cyl. Nozzle type Remarks
........................
1 Opening pressure Po = 450 bar 2 Testing pressure (P o - 20 bar) 3 Pressure drop range (P o - 20) (P o - 220) bar 4 I Excellent at all speeds II Good at some test speeds
Date of measurement: Wrtsil Netherlands b.v. Service, Zwolle Place: P.O. Box 10608 (hanzelaan 95) NL-8000 GB Zwolle Name: Telecop. +31-38-4253538 Telecop. +31-38-4223564 Tel. +31-38-4253253 Telex 42116 swdz nl
III Bad
Service, WNL Engines Engine section 1504 Inlet-/exhaustvalve Installation (ship): Engine type W38 Ref. WNLS Date 07.03.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/1504/01 Engine No.: Running hours: Page 1(1)
Valves
I II III Z
air in exh.out
Stampings Y
A B
D C
Nominal diameter: 30.000 - 29.979 mm.
Wear Limit:
29.900 mm.
Stem stampings
Valve locations
Burn-off area: Z max = 1.5 mm Y max = 12 mm I : 66 mm

bottom view
II : 110 mm III : 325 mm Deviations to be given in1/100 mm.

Cylinder 1
I II I N L E T B A III Z Y I II III Z Y I E X H A U S T D C II III Z Y I II III Z Y
Nr. 6 7 8 9
Date of measurement: Wrtsil NSD Nederland b.v. Service, Zwolle
Service, WNL Engines Engine section 2103 Camshaft bearing Installation (ship): Engine type W38 Ref. WNLS Date 03.12.1997 Engine type: Temperature (C): Issue 00 Document No. mr38/2103/01 Engine No.: Running hours: Page 1(1)
Camshaft Bearing
Nominal diameter : D = 250,24-250,31 Wear limit : Dmax= 250,4 Reference diameter : D = 250
Towards flywheel end (B-bank) Towards flywheel end (in Line or A-bank)
Deviation to be given in 1/100mm
Bank: -D1 D2 D3 D4 E1 E2 E3 E4
Bearing number 4 5
Remarks
Date of measurement: Wrtsil NSD Nederland b.v. Service, Zwolle
FIELD SERVICE DATA BOOK W38 INDEX

A Adjustable cam, 40 Air consumption, 13 Analog output channels, 75 Analog/pulse input channels, 70 Anti polishing ring, 93 B Bearings(oversize undersize), 86 C Camshaft diagram, 107 Camshaft gearwheel, mounting, 109 Characteristics, 8 Characteristics (main data), 8 Charge air system requirements, 52 schedule, 52 Cylinder liner specification, 92 Combustion sequence, 9 communication processor, 80 connecting rod, assembly, 95 Constant pressure valve, 32 Control system troubleshooting, 69 Cooling water approved additives, 49 contents, 46 control, 46 cooler cleaning, 48 requirements, 45 system schedule, 47 Cooling water pumps characteristics, 51 positioning, 50 Crankshaft deflection tolerance, 125 Crankshaft specification, 97 Cylinder numbering, 9 Cylinder output, 10 definitions engine, 8 D Delivery valve, 32 Derating conditions, 11 Digital input, 73
D (continuation) Dimensions of engine, 19 of main parts, 21 of spare parts, 25 E Engine configuration at various use of fuel, 16 Exhaust gas specification, 53 F Fixed cam construction, 39 flexible mounted engine, 128 Fuel characteristics, 26 requirements, 26 viscosity table, 31 Fuel consumption, 12 Fuel injector nozzle, 30 Fuel pump condition check, 34 high pressure, 33 gasflows, 13 G Gearwheel clearances and dimensions, 110 general roundness check, 113 gudgeon pin wear limits, 115 H Hand held programmer(721) handling, 55 Heat balance, 14 Hydraulic jack pressures, 91 I I/O board, 79 Inlet and exhaust valves, grinding, 101 Internal fuel system, 30

L Lubricating oil brands, 38 internal system, 36 L (continuation) requirements, 35 lubricating oil pump adjustment of, 37 clamping rings, 37 positioning of, 38 M Mean effective pressure, 10 Menu calibration, 67 Menu Configuration, 62 Menu display, 66 Menu display 2, 67 Menu Dynamics, 63 Menu Dynamics 2, 64 Menu Fuel Limiters, 65 Menu load sharing, 66 Menu monitor alarms, 68 Menu Set alarms, 62 Menu Speed Setting, 64 O Operating pressures, 13 Operating temperatures, 13 P Piston general, 94 Power supply, 82 Pressure surges in low pressure fuel system, 32 Pump data, 15 Pump pressures drops, 47 R Relay output channels, 76 repair of a damaged crankshaft, 99 Running-in program W38, 84 S Sensors, 77 Slow turning device, 44 small eye bearing, assembly, 96 small eye bearing, disassembly, 95 Software settings(721) explanations on, 62 fS(continuation) or diesel power plants, 55 for marine engines, 59 Starting air distributor, 41 Starting air system schedule, 43 starting air system adjustments, 39 Starting valve, 42 Symbols for drawing and diagrams, 1 for units, 2 for viscosity, 2 T Tightening procedure, 91 Tightening torques for the various engine parts connections, 88 Torques for bolts and nuts, 7 turbocharger VTR 354/454, water washing the, 53 Turbocharger, lubricating the, 53 U Undersize crankpin bearings available, 99 V Valve clearance, 16 Valve seats grinding, 105 valve seats replacing, 104 valve timing, 16 W Wear limit exhaust and inlet valve spring, 124 Wear limits aluminium plain bearings, 127 cilinder liner, 117 connecting rod, 116 exhaust valve and seat, 118 inlet valve and seat, 120 piston and piston rings, 114

valve drive mechanism, 122 Weights of engine parts, 17 of spare parts, 25

Wartsila 38-F-S-D-BOOK

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W38

INFORMATIVE COPY OF THE FIELD SERVICE DATA BOOK

FIELD SERVICE DATA BOOK W38

Edition 01 Zwolle April 1998

FIELD SERVICE DATA BOOK W38

A BRIEF HISTORY OF THE

Edition 01 Zwolle April 1998

FIELD SERVICE DATA BOOK W38

Edition 01 Zwolle April 1998

FIELD SERVICE DATA BOOK W38

FIELD SERVICE DATA BOOK W38

FIELD SERVICE DATA BOOK W38

FIELD SERVICE DATA BOOK W38

1.0 MAIN DATA

Type Cylinder bore Stroke Swept volume Configuration

FIELD SERVICE DATA BOOK W38

Engine definitions (continuation)

A-Bank B-Bank A-Bank B-Bank A-Bank B-Bank

FIELD SERVICE DATA BOOK W38

Engine definitions (continuation)

A-Bank B-Bank A-Bank B-Bank A-Bank B-Bank

NOTE : Interval between A1 and B1 = 360 (Crankshaft) + 50 (Vee-angle)

Cylinder output and Mean effective pressure (at HFO, MDO/LFO)

Engine speed [rpm] 600

Cylinder output (MCR) [kW] 660

Mean effective pressure [bar] 24.5

FIELD SERVICE DATA BOOK W38

Standard conditions : Nom. 25 0 1000 x 25 10 40 30 Min. -

[C] [m] [mbar]

[C] [mbar] [mbar/bar] [mbar]

FIELD SERVICE DATA BOOK W38

Fuel consumption at HFO,MDO,LFO :

6L38 [g/kWh] Fuel oil(2) 100 % 75 %

8L38 [g/kWh] 178 179

9L38 [g/kWh] 178 179

12V38 [g/kWh] 177 178

16V38 [g/kWh] 177 178

18V38 [g/kWh] 177 178

FIELD SERVICE DATA BOOK W38

Air consumption and gasflows

2,5 consumption will

FIELD SERVICE DATA BOOK W38

625 610 108

830 1065 120

1105 1420 160

1245 1600 180

FIELD SERVICE DATA BOOK W38

Engine type W38-6L W38-8L W38-9L W38-12V W38-16V W38-18V

Prelubricating pump [m3/h] 30 40 45 54 69 77

Engine type W38-6L W38-8L W38-9L W38-12V W38-16V W38-18V

FIELD SERVICE DATA BOOK W38

Standard valve timing *

Engine configuration at various use of fuel

FIELD SERVICE DATA BOOK W38

FIELD SERVICE DATA BOOK W38

FIELD SERVICE DATA BOOK W38

Mass, dry [t] M

782 1030 856 1057 1040 936 1057 1040 936

FIELD SERVICE DATA BOOK W38

Engine dimensions (continuation)

Mass, dry [t]

Overhaul dimensions [mm] R S 1980 1970 2300 2200 1950

12V38 16V38 18V38